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THE
Electric Railway
Journal
INDEX TO VOLUME XXXVI11
4
-o-
July to December, 1911
McQraw Publishing Company
239 West 39th Street
New York
TP
INDEX TO VOLUME
XXXVIII
JULY TO DECEMBER, 1911
PAGES BY WEEKS.
July I pages I to 72
July 8 " 73 to 102
July 15 " 103 to 142
July 22 ," 143 to 180
July 29 181 to 214
Aug. 5 " 215 to 264
Aug. 12 " 265 to 302
Aug. 19 •' 303 to 338
Aug. 26 " 339 to 376
Sept. 2 " 377 to 414
Sept. 9 ■' 415 to 450
Sept. 16 •' 451 to 482
Sept. 23.. " 483 to 518
Sept. 30 " 519 to 554
Oct. 7 (Convention). " 555 to 638
Oct. 7 " 639 to 684
Oct. 10 (Daily) " 685 to 716
Oct. 1 1 (Daily) " 71/ to 758
Oct. 12 (Daily) " 759 to 796
Oct. 13 ( Daily ) " 797 to 842
Oct. 14 " 843 to 936
Oct. 28 " 937 to 972
Nov. 4 " 973 to 1016
Nov. n " 1 01 7 to 1048
Nov. 18 " 1049 to 1086
Nov. 25 " 1087 to 1132
Dec. 2 " 1133 to 1184
Dec. 9 " 1 185 to 1224
Dec. 16 " 1225 to 1264
Dec. 23 " 1265 to 1302
Dec. 30 " 1303 to 1334
A
Acceleration of train speed, Measurement of
[Mailloux], 1152
Accident claim department :
Campaigns against accidents:
Boston Elevated Ry., 1259
Chicago. *998
Lexington. Ky.. 1043
Louisville & Northern Railway Si
Lighting Co.. 550
New Orleans, Pamphlet of sugges-
tions. 679
New York, 9. 67
Philadelphia, 273
— — Committees of employees on safety, 1050
Education of the public [Bovnton], 870;
(McDougall], 1204: Discussion. 1209
Humane side of accident work [Tohnson],
1029
Investigation of accidents. Prompt. 519
Medical testimony in accident cases, Dis-
cussion at Tacoma, Wash., 663
Pay-as-you-enter car and the prevention of
accidents [Casev], 1201; Discussion,
1207
— Popularizing accident data, Germany, Ex-
hibit at Dresden Exhibition, 391; Com-
ment, 378
Prevention of accidents [Whitehead], 869;
[Carpenter], 872
Public Service Ry., 636
Reducing number of accidents, Possible
means for [Johnson], 654
Report and classification blank, 310
Selection and instruction of trainmen, 844
[Peck]. 870; [Walsh], 871
Settlement of claims out of court, 451
Accidents :
Burlington, N. J., Bridge collapse, 1289;
Comment, 1305
Collision between steel motor cars, Effect
of. *1283
Detroit United Ry., Head-on collision, 296
Filing reports of, with Connecticut Public
Utilities Commission, 1010
— — Germany, Statistics, 1905-1909, *391 ; Com-
ment, 378
New York, May, 257
Philadelphia Rapid Transit Co., 442
Precautions in signal system operation, 215
Statistics, Interstate Commerce Commis-
sion, 1080
Warren. Me., 332 ,
Accountants' Association :
Accounting system for a small electric
railway [Gault], 748; Discussion, 731;
Comment, 718
— ■ — Address of President Forse, 751
— ■ — Associate membership amendment to con-
stitution, 815, 816
Committee on car miles and car hours, Re-
port, 744; Discussion, 732
Accountants' Association: (Continued)
Committee on engineering accounting, Re-
port, 778; Discussion, 766; Comment,
760
Committee on express and freight account-
ing, Report, 785; Discussion, 790;
Comment, 798
—Committee on interline accounting, Re-
port, 745; Discussion, 732
Committee on life of railway physical
property, Report, 818
Committee on standard classification of ac-
counts, Report, 819
Committees for current year, 1320
Convention sessions, 731, 737, 766, 790,
815
Get-together luncheon, 737
Officers for 1912, 819
— Overhead charges [Cooley], 877; Com-
ment, 897
Prepayment fare collection [Boylan], 737
President P. S. Young, *890
Statistics of cost of electric operation of
steam railways [Bierck], 830
Accounting:
Cost of electric operation of steam rail-
ways [Bierck], 830
Depreciation :
Definitions of depreciation terms
[Floy], 21
Great Britain, Depreciation reserves
in [Rodgers], 661
Interborough Rapid Transit Co., 280
Kokomo, Marion & Western Traction
Co., Account of, 156
Nebraska rules, 973, 990
Relation to electrical properties [Floy],
21; Comment, 1; Discussion, 49
(See also Appraisal of railway prop-
erty)
-Engineering, Report of joint committee
of Accountants' and Engineering As-
sociations, 778; Discussion, 766; Com-
ment, 760
Express and freight, Report of Account-
ants' and Transportation & Traffic
Association, 785; Discussion, 790; Com-
ment, 798
Fares on prepayment cars, Discussion by
Accountants' Association, 737
Freight accounts, Report of Central Elec-
tric Accounting Conference, 533
Illinois Traction System's methods, 184
Interline, Report of Accountants' Associa-
tion, 745; Discussion, 732
-Legislation affecting accounting [Daviesl,
26
Life of railway physical property [Ingle],
1205; [Bagg], 1205; Discussion, 1210
Accountants' Association report, 818
-New Jersey Public Utility Commission
hearings, 1206, 1250
Public Service Ry. methods, *627
Small electric railway [Gault], 748; Dis-
cussion. 731; Comment, 718
Standard classification, Report of Account-
ants' Association, 819
Storeroom and stock-keeping, Mobile Light
& Railroad Co. [Glover], *423
Suit of Kansas City Southern Ry. against
classification of additions and better-
ments, 1067
(See also Central Electric Accounting Con-
ference; Central Electric Railway Ac-
countants' Association)
Accounting department, Relations with traffic
department [Neereamer], 1278
Adrian (Mich.) Street Ry., Signs, 947
Advertising :
Boston Electric Ry. exhibit, *906
[Buffel. 495
Car construction. Advertising of, 265
Comnlaint department, Rochester, N. Y.,
*1274
—Hudson & Manhattan R. R., 1090
Newspaper, Report of American Electric
Railway Transportation & Traffic As-
sociation, 702; Discussion, 697
— Publicity as a factor in electric railroad-
ing [Rockwell], 1105
-Traffic posters, London L T nderground Elec-
tric R"., *387
(See also Traffic promotion)
Air-brakes. (See Brakes, Air)
Air compressor for brake equipments (Allis-
Chalmers), *1034
Akron, Ohio, Northern Ohio Traction & Light
Co.:
Power and other improvements, 1098
Protest against stock issue, 367
Albany, N. Y., United Traction Co.:
— Agreement with employees, 967
Freight and express traffic, 283
Seating order. 1219
— ■ — Transfer, New form, 550
Albany Southern R. R. (See Hudson, N. Y.>
Albia (la.) Interurban Ry., Bond issue, 367
Allentown, Pa., 1 ehigh Valley Transit Co.:
Dividend, 678
Allentown, Fa.:
Lehigh Valley Transit Co.: (Continued)
-Voting trust agreement expires, 928
Alton, Jacksonville & Peoria Ry. (See Jersey-
ville, 111.)
Aluminum car panels and fittings, Zurich, 246
American Cities Railway it Light Co. (See
New. Orleans)
American Electric Railway Accountants' Asso-
ciation. (See Accountants' Associa-
tion )
American Electric Railway Association:
Address of President Brady, 722; Com-
ment, 717
Brill prize, Report, 802
Circulars on work of associations, 1033
Committee on buildings and structures, Re-
port, 820; Discussion, 803; Comment,
844
Committee on compensation tor carrying
United States mail, 360; Report, 840
— Committee on determining proper bases
for rates and fares, Report, 840, 1154;
Comment, 843, 1134
Committee on education, Report, 752; Com-
ment, 797; Plans, 1109
Committee on federal relations, Report, 812
Committee on insurance, Report, 838
Committee on subjects, Meeting, 1096
-Committee on taxation matters, Report, 827
Company sections urged [Duffy] c85
Convention :
Athletic carnival, 763, *800
Aviation exhibition, 357, 762, *811
Badges, 690
Bulletin on Atlantic City hotels, 152
Chicago special train, 690
Conventionalities, 687, 719, 761, 799
Delegates, Advice to new, 520
Exhibits, 218, 243, 286, 357, 705, 706,
707, 711, 747, 754, 755, 791, 792,
796, 841, 842; Comment 686
Program and- notes, 432, 542, 664, 685;
Comment, 451
Publicity the keynote, 845
Reception to association officers, 688
Reports of committees, Method of com-
piling, 686
St. Louis special train, 689
Sessions, 727, 763, 802
Social events 688, 720, 721, 762, 769
Convention location [Brady], 724
Effect of electric railway operation on tax-
able city property [Harries], 777;
[Winsor], 879
Electric railway dictionary supervising
committee, Report, 834
Headquarters activities [Brady], 723
Hudson River tunnels [Davies], 789
Interurban, The [Henry], 739
Membership, Plans for increasing associate,
161, 1018
Midyear conference, Date of, 1213, 1322
Officers for 1912, 802
Physical valuations [Crosby], 874.
— — President T. N. McCarter, *800
Report of secretary and treasurer, 730
Toledo street railway situation [Lang], 775
Welfare of employees [Pierce], 773
American Electric Railway Claim Agents' Asso-
ciation. (See Claim Agents' Associa-
tion)
American Electric Railway Engineering Asso-
ciation :
Address of President Harvie, 691
Association policy. Discussion by executive
committee. 1110
Central Electric Railway Association stand-
ardization committee, Meeting with,
117, 119
Committee on block signals, Report, 742;
Discussion, 735: Comment, 718
Committee on education of engineering ap-
prentices, 3; Report, 703; Discussion,
696; Comment, 797
Committee on engineering accounting, Re-
port, 778; Discussion, 766; Comment,
760
Committee on equipment. Meeting, 115;
Comment, 104; Report, 851; Discus-
sion, 866
Committee on heavy electric traction, Re-
port, *746; Discussion, 734; Comment,
717
Committee on power distribution, Report,
704; Discussion, 698; Comment, 759
Committee on power generation. Report,
*781; Discussion, 768; Comment, 760,
798
Committee on rules of procedure of com-
mittee on standards, Report, 849; Com-
ment, 843
Committee on standards, 464; Report,
*850; Discussion. 867; Meeting. 1031
Committee on way matters, 122; Report,
828; Discussion, 805
Convention program. Comment on, 686
Convention sessions, 696, 734, 766, 768,
803, 866
IV
INDEX.
[Vol. XXXVIII.
American Electric Railway Engineering Asso-
ciation: (Continued)
Crossings ut transmission lines, Proposed
specifications, Comment, 1088
Executive committee, Report, 696; Meet-
ing, 1110
Officers for 1912, 867
President E. U. Ackerman, *890
Question Box, 192; Answers for, 215; Se-
lected questions and answers, 859
Report of secretary-treasurer, 696
Standards, Letter ballot on, 909, 997; Com-
ment, 1080
Subjects for standing committees of com-
ing year, 1111
American Electric Railway Manufacturers' As-
sociation :
Annual meeting, 770
Committee on exhibits, 159
Convention bulletin, 503
Officers, New, 1249
American Electric Railway Transportation &
Traffic Association:
Address of President Page, 692
Committee on block signals, Report, 742;
Discussion, 735; Comment, 718
Committee on city rules, Report, 788; Dis-
cussion, 764
Committee on construction of schedules
and timetables, Report, 835; Discus-
sion, 808
Committee on fares and transfers. Report,
832; Discussion, 807; Comment, ?97
Committee on freight and express account-
ing, 158; Report, 785; Discussion, 790;
Comment, 798
Committee on freight and express traffic,
Report, 787; Discussion, 765
Committee on interurban rules, Report,
753; Discussion, 736; Comment, 2, 760
Committee on passenger traffic, Report,
702; Discussion, 695; Comment, 685
Convention sessions, 694, 736, 764. 790
807
Executive committee, Meeting, 116,"
President J. N. Shaniiahan, *890
Report of secretary-treasurer, 693
Training of employees, Discussion, 694
rwo-car train operation for city and subur-
ban travel [Franklin], 839; Discussion,
809
American institute of Electrical Engineers:
Annual convention, 49; Comment, 4
Depreciation of electrical properties
LEloyJ, 21
Going value of public utilities [FowleL
1115
Power transmission convention papers,
Comment, 4, 182
Responsibilities of electrical engineers in
making appraisals LByllesby], 16; Dis-
cussion, 49
West Jersey & Seashore R. P., Electrical
operation [Wood], IV; Discussion,
50; Comment, 75
-American Light & Traction Co. (.See New
York City)
American Railway Engineering Association,
Convention notes, 1001
American Railways Company. (See Phila-
delphia)
American Society of Civil Engineers, Electrical
features of Pennsylvania tunnels
[Gibbs], Discussion, 918
American Society of Mechanical Engineers:
-Annual meeting, 1213
Discussion of welding, 1067
American Society for Testing Materials, An-
nual meeting, 84
American Traction & Power Co. (Sec Indian-
apolis)
Anderson, Ind., Indiana L'nion Traction Co.:
■ Fast trains, *200
Poles. Reinforcing of, 46S
Angola (lnd.) Light & Power Co.. Incorpora-
tion, 1177
Annual report, The ideal, 1049
Appraisal of railway property:
Buffalo, X. Y. [Arnold], 911. 991; Com-
ment, 976
Compensation for promoter, Plea for
LCrosby], 4S, 874; Comment. 74
Cost to reproduce physical property.
Methods used bv P. j. Arnold to de-
termine, 991; Comment, 976
Eastern Wisconsin Railway & Light Co ,
193
Going value [Fowle], 1115
Life of physical property from the account-
ing and engineering standpoints
[Ingle], [Bagg], 1205: Discussion,
1210
Life of physical property, Report of Ac-
countants' Association, 818
Metropolitan Street Ry. [Connette], 240
Milwaukee. Wis.. 160; Comment, 143
Overhead charges [Coolev], 877; Comment
897; Discussion, 816'
Physical valuation legislation 812
Physical valuations [Crosby], 874
Report at convention of "National Asso-
ciation of Railway Commissioners
[Bassett], 1026
-Responsibilities of electrical engineers in
making valuations [Byllesby], 16; Dis-
cussion, 49
-Seattle, Renton & Southern Ry., 61
Toledo, 59, 131. 168, 253
Uses of an appraisal [Gillette], 948
Apprentice courses:
Apprentice courses: (Continued)
Difficulty of creating, 3
Education of engineering apprentices, Re-
port of American Electric Railway En-
gineering Association, 703: Discus-
sion, 696; Comment, 797
Arbitration in strikes, 267
Arc lamps, Inclosed, for street car headlights
[Baldwin], *531
Arkansas Valley Interurban Ry. (.See Wichita,
Kan. )
Arkansas Valley Railway, Light & Power Co.
(See Pueblo, Col.)
Armature shaft welding:
Thermit process [Cuntz], c*504
Without removal, San Francisco, *388;
Comment, 377
Atlanta, Ga. :
Georgia Railway & Electric Co.:
Bond issue, 256, 1042
Payment of bonds, 1257
— —Georgia Railway & Power Co.:
Incorporation, 511, 1009
Leases, 677
Stock and bond issues, 1293
Atlantic City convention. (See American Elec-
tric Railway Association)
Augusta-Aiken (Ga.) Railway & Electric Cor-
poration, 1256; Dividend, 1326
Aurora, Elgin & Chicago R. R. (See Chicago)
Austin (Tex.) Street Rys., Payment of mort-
gage bonds, 407
Australia:
Statistics of street railways, 868
-Victorian Rys.. Gasoline motor cars, * 1 285
Aviation exhibitions for electric railways, 924
Aviation meet, Rockford, 111., 363
Axles :
Chicago Rys., Standard, *653
Heat-treated, standard specifications of
American Society for Testing .Mate-
rials, 84
Specifications, Discussion bv Engineering
Association, *734
B
Baggage bearing for door rollers, "281
Baggage agents' troubles [Anthony], 355
Baggage rules:
Dayton, Ohio. 549
New York State Street Railway Associa-
tion. Recommendations, 1240
Ballast. (See Track construction.)
Baltimore :
United Railways & Electric Co. ■
Bonds, 929
Note issue. 64, 172, 367
Baltimore & Ohio R. R.. Committee of em-
ployees on safety. 1050
Bangor (Me.) Railway & Electric Co •
Dividend, 1326
Purchase of property, 255
Reorganization plans, 367
Bartlesville (Okla.) Interurban Rv„ Bond
issue, 888
Batteries, Statistics of manufacture, 427
Battery cars. (See Storage battery cars.)
Bay State Street Ry. (See Boston, Mass.)
Bearings:
Chuck for boring, *160
Roller bearings on suburban cars,
Frankford, Tacony & Holmesburg
Street Ry., 669
Ben Hur Route. (See Crawfordsville. Ind.)
Berkshire Street Ry. (See Pittsfield. Mass.)
Berlin, Germany:
Cable order, the largest, c286
Souvenir album of street railwav sys-
tem, 1002
Subway construction, Schonberg-Berlin
Underground Rv., *229: Comment, 216
Binghaniton (N. Y.) Ry., Dividend. 475
Birmingham (Ala.) Railwav. Light & Power
Co., Fare to suburbs, 1011. 1080; Divi-
dend. 1326
Blackpool, England, Semi-convertible car. *248
Blanks and forms:
Accident claim department. Public Serv-
ice Ry., 637
Accident report. Aurora. Elgin & Chi-
cago R. P., 310
Accounting department. Public Service
Ry., 627
Baggage record. 355
Car defect records. Boston. 425
— —Car-loading records, 563
Car maintenance, Public Service Ry., 610
Car mileage report. Aurora. Elgin & Chi-
cago R. R., 226
Car service record. 1270
Chartered car service, Boston, 360
Complaint department, Rochester. 1272
Distribution department. Public Service
Ry., 597
Express order blank. 282
Illinois Traction System's accounting
methods. 184
Inoperative register report card. Provi-
dence, R. I., 1321
Interline accounting, 745
Line crew's report. Public Service Rv..
595
Passenger accounts. Report, Central Elec-
tric Railwav Accountants' Associa-
tion. 1277
Printing department, Milwaukee Electric
Railway & Light Co.. 1023
Blanks and forms: (Continued)
Purchasing and storeroom departments.
Public Service Ry., 623
Route card used by conductors, Brooklyn,
1270
Schedules, Public Service Rv., 560, 562,
565
Sleeping and parlor .car diagrams, Illi-
nois Traction System, 525
Storeroom records, Mobile, Ala., 423
Transportation department, Public Service
Ry., 620
Way department daily work report, Pub-
lic Service Ry., 579
Block signals. (See Signals.)
Bloomsburg (Pa.), Millville & Northern Ry.,
Incorporation, 928
Boilers, Use of large units [Jacobus], 1213
Comment, 1187
Boise (Idaho) & Interurban Ry., Reported
change in control, 1256
Boise (Idaho) Railroad Co., Reported change
in control, 1218
Bonds. (See Rail bonds.)
Boone (la.) Electric Co.. Transfer of prop-
erty, 63, 94
Boston, Mass.:
Bay State Street Ry. :
Bond purchases, 1326
Carhouse, *418
Exhibit, *906
Express service, 431, * 1023
Fare reduction, 930
Hearing on improvements, in Maiden.
326
Officers, 206
Electrification of terminals, New Haven
Road protests, 59
Elevated Ry. :
Accident campaign, 1259
Annual report. 1041
Bond issue, 547, 888, 964
Car defects, Reporting and checking
[Dana], 425
Cars, Pay-witliin, *54
Chartered car service [Dana], 360
Coasting recorder, 858
Consolidation with West End Street
Ry., 172. 206, 228, 255, 295, 329,
367, 407, 441
Employees, Training of, 694
Exhibit, 906
Express plans, Hearing on, 1163
Extensions, 510
Instructing trainmen in the econom-
ical use of power, 1025
Owd service, 1043
Power generation and distribution sys-
tem. *1313; Comment, 1304
Stockholders, 63
Substation at Brookline, Mass., *398
Track scrapers, Pneumatic (Root), *56
Massachusetts Electric Companies:
Annual report, 1292
Dividends, 1178
Railway & Light Securities Co., Stock in-
crease, 256, 367
Subways and tunnels, 228, 251, 675, 1251
Boston & Eastern R. R. :
Certificate of necessity granted, 61
— ■ — Hearings on locations in Lynn, 927
Progress, 364
Boston & Maine R. R. (See North Adams,
Mass.)
Boston & Northern & Old Colony Street Rys.:
Increase in capital stock, 172
Merger bill passed, 228
(See also Boston, Bay State Street Ry.)
Boston & Worcester Electric Companies:
Annual report, 1076
Dividend, 1293
Bowling Green, Ohio, Lake Erie, Bowling
Green & Napoleon Ry., Improvement,
678
Brackets, Catenary line, Coating of, 1266
Brake rigging:
Foundation, New South Wales cars, 15
(Pahler), *923
Brake-shoe adjuster, Cam-type, Detroit United
Ry., *959
Brake shoe and holder. Removable (Malcolm),
*321
Brake shoes:
Aurora, Elgin & Chicago R. R., Standards,
308
Test of cars equipped with coasting time
recorders, 1199
Brakes, Air:
Development and classification [Turner],
*35
Electric control [Turner], *38
-Governor synchronizing system [Turner],
*39
New York City, Hearings, 131, 196, 503,
[Connette], c919; 960, 1007, 1096
Pittsburgh, 169, 204
Public Service Ry., 604
Standards of Central Electric Railway
Association, *31
Terre Haute, Ind., 296
Test case in Ohio, 321
Tests on Third Avenue R. R-, 543;
[Stowe], clll8
Brakes, Electro pneumtaic [Turner], 38
Brakes, Hand:
Konnette], 503, c919
Staffless (Ackley), *55
Tests on Third Avenue R. R., 543;
[Stowe]. clll8
July — December, 191 1.]
INDEX.
V
Brantford, Ont., Grand Valley Ry., Receiver-
ship, 1078
Bridgeport, Conn., Connecticut Company, Car-
house and shop, *146
Bridges :
Aurora, Elgin & Chicago R. K., *222
Burlington, N. J., Collapse, 1289; Com-
ment, 1305
— —Public Service Ry., *582
Bridges, Catenary. (See Catenary construe
tion.) •
Brill prize awards, 802
Bristol (Tenn.) Belt Line Ry., Change of
name, 678
Bristol (Tenn.) Traction Co., Stock increase,
678, 1078
British Columbia Electric Ry. (See Van-
couver, B. C.)
Brookline, Mass., Substation, *398
I Irooklyn :
Coney Island & Brooklyn R. R.:
Fare case, 174, 181, 198, 1114
Strike, 284, 328, 1057; Comment, 267,
1050
Rapid Transit Co.:
Annual report, 509
Bond issue, 255
Car for subway service, *1322
Comparison of operations with Inter-
borough Rapid Transit, 643
Coney Island fares, Hearing on, 198;
Comment, 181
Conev Island single-fare zone exten-
sion, 409
Cost of maintaining motor car equip
ment, 159
Creosoted ties, 345
Handling equipment. Efficiency and
economy, * 1 268
Letter on courtesy to employees, 929
Mileage per dav unit of equipment.
Increased, 1268
Passenger tabulating device, *1 269
Proposal to build subway, 58, 75, 167,
218
Substation, Thirty-eighth Street, *1228 :
Comment, 1226
Transfers, Hearing on, 208
Brooklvn Bridge:
Railway traffic, Statistics, 679
Rush-hour conditions, 303
Brunswick, Ga., City & Suburban Ry., An-
nual report, 94
Brunswick (Me.) & Yarmouth Street Ry., In-
corporation, 1326
Brushes, Motor (National Carbon Co.), 672
Buenos Aires, Electric railways of. Statistics,
239
Buffalo, N. Y.:
Buffa'o, Batavia & Rochester Ry., Pro-
posed, 1256
Buffalo & Lackawanna Traction Co., Pur-
chase of equipment. 134
Buffalo & Lake Erie Traction Co. :
Maintenance of way practice. [Alder-
man], 42; Discussion, 53
Receivership matters, 1078
International Traction Co.:
Annual meeting. 1009
Cars, Near-side single-platform, 512,
954
Hearing on reorgaivzation. 511. 910:
Arnold report, 911, 991; Com-
ment, 976
Interest and bonds, 94, 1327
Proposed new railway, 431
Track improvements, 1029
Buffalo, Lock-port & Rochester Ry. (See
Rochester. N. Y.)
c
Cables :
Largest order, c286
Laying a 60,000-volt, Prussian-Hessian
State Rys., *1097
Specifications for, discussed by Engineering
Association. 699
Caldwell (Idaho) Traction Co., Cars, *400
California constitutional amendments, 917
California Midland Rv. (See San Francisco)
California public utility bill, 1253. 1324
Camden, N. J.:
Public Service Ry. (See Newark, N. J.)
Riverside Traction Co. :
Accident, 1289
Assessment on stock, 330
Lease, 1009
Labor changes, 1037
— West Jersey & Seashore R. R. :
Bond issue, 64
Comparison of operating features with
Aurora, Elgin & Chicago R. R.,
304
Electrical operation [Wood], 19; Dis-
cussion, 50; Comment, 75
Canon Citv, Col., Colorado Light & Power Co.,
Sale, 928
Cape Town, Africa, Car meters in [Giles], 880
Capitalization of railways:
[Brady], 725
Capital needed for development of rail-
ways, Report of Railroad Securities
Commission, 1246; Comment, 1225
Companies of 1910, 311; Comment, 303
Compensation for promoter. T'lea for
[Crosby], 48, 874; Comment, 74
Capitalization of railways: (Continued) .
— Report of National Association of Railway
Commissioners, 1026; Comment, 1018
Car building, Experiments in, 937
Car capacity:
Minneapolis cases, 410
St. Paul, Ordinance, 208
Seattle. Ordinance, 208
Car cleaning. (See Cleaning of cars)
Car construction, Developments, 975
Car detects, Reporting and checking, Boston
[Dana], 425
Car design :
Arch roof cars, Chicago Rys., *648
— —Center-entrance cars, 5
Combination passenger and baggage cars,
Peoria, 111., 77
— Prepayment car, Public Service Ry., *605
— Report of Engineerinc Association, 851,
855; Discussion, 866
Sleepine cars, Illinois Traction System,
*523
Subway, Brooklyn Rapid Transit, * 1 322
Car destination signs. (See Destination signs)
Car detentions. (See Detention of trains)
Car distribution, Efficiency system in Brook-
lyn, 1268
Car failures:
Classification of, 379
Reduction of [Barnes], 34: Discussion, 53
Car framing:
Arch roof car, Chicago Rys., *649
Arkansas Valley Interurban Rv., *247
New South Wales, *14
— — Public Service Ry., *605
Car lighting. (See Lighting of cars)
Car-loading records, Public Service Ry., 563,
564
Car maintenance:
Alternating versus direct-current equip-
ment, Milwaukee, 1143
Aurora, Elgin & Chicaeo R. R.. *306
Public Service Ry., 608
Car miles and car hours, Report of Account-
ants* Association, 744; Discussion, 732
Car painting. (See Painting of cars)
Car platforms, Ramp for. Kansas City, *1004
Car propulsion, Cost of. Coasting tests, Chicago
Rys., *1192; Comment, 1186
Car-roof nomenclature, 103: [Hanna], cl61
Car side. Metal unit sections, New York,
Westchester & Boston Ry., *670
Car steps, Height of:
Comment and review of situation, 341
Hartford, Conn., Lower steps, 966, 1011
Hearing before New York Public Service
Commission. 196. 503
Philadelphia, Lower steps, 966
Car weights:
Chicago Rys., 648
Discussion by committee of Engineering
Association. 116
New South Wales, 16
Reduction of, Comment, 975
Ilniversal standard of comparison. Report
of Engineering Association, 851
Carhouses :
Bridgeport, Conn.. *146
— — Brockton, Mass., Bav State Street Rv.,
*418
Economy in, 105
Los Angeles, Cab, *771
—Lunchrooms and barber shops in, 340
Public Service Ry., *586
Report of Engineering Association on
buildings and structures, *820; Discus-
sion 803; Comment. 844
Richmond, Va., *998
Shifting of cars. Overhead contact device,
Berlin, *234
Cars:
Aluminum panels, roof members, etc.,
Zurich. 246
Arch roof:
Chicago Rys., *648
Freeport, 111.. *363
Oklahoma Citv, *924
Savannah, Ga., *12S4
Texarkana, Tex., *363
Berlin subway, *233
Caboose, Puget Sound Electric Ry., *837
Closed :
Arkansas Vallev Tnterurban Rv., *247
Aurora, Elgin & Chicago R. R.,' *306
Caldwell, Idaho, *400
Illinois Traction System, 706
Indiana Union Traction Co., *200
Milwaukee, Single-phase equipment,
*1138, 1139
Vancouver, B. C, *164
Combination :
Baggage and refrigerator. Lexington
& Interurban Ry., *56
New South Wales, *13
Passenger and baggage, Peoria, 111.,
*76
Passenger and smoking, Walla Walla,
Wash., "1001
Crane, Public Service Ry., *580
Dining, Aurora, Elgin & Chicago Ry., 227
Double-deck, in England, 415
, Express-freight, Michigan United Ry.. * 1 26
Funeral, Aurora, Elgin & Chicago R. R.,
227
Gas-electric. (See Gasoline-electric cars)
■ Gasoline. (See Gasoline cars)
Manager's office, Public Service Ry., "607
Cars: (Continued)
Xear-side, single-platform :
Buffalo, 512, 954
Philadelphia, 164, *91 5, 1213, 1232,
1275 ; Comment, 899
Oil tank, Milwaukee, *538
Parlor:
Aurora, Elgin & Chicago Ry., 227
Illinois Traction System, 522; Com-
ment, 521
Pay-as-you-enter :
Advantages [Casey], 1201; Discus-
sion, 1207
Louisville, Ky„ 966
Operation of, in Syracuse [Duffy],
1202; Discussion, 1207
Pay-within :
Boston Elevated Rv., *54
Milwaukee, 297, 477
Single-end car, Dayton City Ry., *543
Prepayment :
Chicago Rys., *648
Contracts for licenses and door de-
vices, 1000
Hutchinson, Kan., *505
Kankakee, 111., *127
Kansas City, Mo., *665
Public Service Ry., *603
San Francisco, Oakland & San Tose
Consolidated Ry., *162
Savannah, Ga., *1284
Side-rod, Cincinnati, 173
Semi-convertible :
Blackpool, Eng., *248
Great Falls, Mont., *323
Semi-steel, Houston, Tex., *882
Side-rod, light-weight, Cincinnati Trac-
tion Co., *502
Single-deck vs. double-deck, in Great
Britain [Hooghwinkel], 199
Single-end interurban, Fort Worth, Tex.,
*925
-Single-end vs. double-end car operation
[Hicks], 45
Sleeping, on Illinois Traction System, *522
Spiez-Frutigen Ry., *644
Sprinkling, Milwaukee, *289
Steel:
Effects of collision, *1283
Newark extension of Hudson Tun-
nel, *274
Philadelphia elevated service, *960
Unit-sections. New York. Westchester
& Boston Ry., »670
Storage battery. (See Storage battery
cars)
Subway, Brooklyn Rapid Transit, *1 322
Trailer, of Ben Hur Route, *530
Utility, Denver City Tramway Co., *539
'Weed burning (Lamb), *124
Work cars:
Public Service Ry ; , *581
Toledo Railways fir" Light Co., 1070
Catenarv construction:
Chicago, Ottawa & Peoria Ry., *1308
Connecticut Co., D. C. experiences with
six different tvpes of construction,
*1052: Comment, 1051
Dessau-Bitterfield Ry., *982; Multiple
catenary, * 1 1 4 5
Hoosac tunnel, *7
Southern Pacific Co., *900, *940
(See also Overhead construction; Trans-
mission lines)
Catskill, N. Y. :
Catskill Traction Co.. Bond issue, 94
Upper Hudson Electric & Railroad Co., 206
Cattle guard. Chicago, Ottawa & Peoria Ry.,
*1309
Census reports:
Cross ties purchased, 400
Manufacture of electrical machinery, ap-
paratus and supplies. 427, 1212
Poles purchased in 1910, 537
Central Electric Accounting Conference:
Affiliation with Central Electric Railwav
Committee on passenger accounting, 1069
Freight accounts. Report of committee, 533
Tune meeting, 28
Legislation affecting electric railway ac-
counting [Davies], 26
September meeting, 533
(See also Central Electric Railway Ac-
countants' Association)
Central Electric Railway Accountants' Asso-
ciation :
Address of President Elkins, 1276
Annual meeting, 1276; Comment, 1266
Committee on passenger accounts, Re-
port, 1277
Departmental co-operation [Peck], 1276
Officers. 1279
Relations between the traffic and ac-
counting departments [Neereamer],
1278
(See also_ Central Electric Railway Ac-
counting Conference)
Central Electric Railway Association:
Affiliation with Central Electric Accounting
Conference, 534
August meeting, 292; Comment, 265
Cedar Point meeting, 358
Committee on standardization; Report, *31
Convention, 1099. 1119
Electric locomotives for interurban
freight haulage [Wynne], 1103
Headlights for interurban service [Dor-
ticos], *349; Discussion, 358
Insurance [Staatsl, 356; Discussion, 358
Tune meeting, 29
VI
INDEX.
[Vol. XXXVIII.
Central Electric Railway Association: (Con-
tinued)
Lightning protection [Burdick], 1101
Little things that count [Schade], 353:
Comment, 339
Overhead standardization [Schlessinger],
347; Discussion, 359
Protection of linemen, Committee to draft
code of rules for, 1120; Comment,
1133
Publicity [Van Zandt], 25
Publicity as a factor in electric railroad-
ing [Rockwell], 1105
Standardization committee meeting with
Engineering Association, 117, 119
Substation operation [Cochran], 1099
Timber treatment plants. Co-operative,
Proposed investigation, 183
Traffic [Keys], 354; [Norviel], 1107
Trailer operation versus multiple-unit
trains [Renshaw], 350; Discussion,
359
Troubles of a baggage agent [Anthony],
355
Central Pennsylvania Traction Co. (See Har-
risburg, Pa.)
Chartered car service:
Boston [Dana], 360
[Keys], 354
New York State Street Railway Associa-
tion committee report, 1241
Public Service Ry., 564
Chattanooga (Term.) Railway & Light Co.,
Owl service, 1258
Cheyenne (VVyo.) Electric Ry., Sale, 1256
Chicago, 111.:
Aurora, Elgin & Chicago R. R. :
Annual report, 1254
Comparison of operating features with
West Jersev & Seashore R. R-,
304
Construction and operation, *220
Maintenance of rolling stock and
other operating features, *306
Passenger station at Wheaton, 111.,
♦1280
Power station and distribution sys-
tem, *268
Traffic promotion [Breckinridge], 494
Calumet & South Chicago Ry., Sale of
bonds. 1256
Chicago City Ry.:
Accident prevention cards, *998
Acquiring of property of Chicago &
Southern Traction Co., 63, 1078,
1293
Bond sale, 255
Dividend, 1293
Rail, Romapac compound. Trial of.
*505. *1286
Resignation of T. E. Mitten, 1232.
1325
Chicago City & Connecting Rvs.. Dividend.
1327
Chicago Elevated Rys. :
Bond issue, 367
Developments, 293
Note issues, 134
Officers and directors, 329, *444
Chicago & Tnliet Electric Ry., Wage in-
crease. 174
Chicago & Oak Park Elevated R. R.:
Complaint against dismissal, 364
Deposit of stock, 329
Tudgment against, 1256
Receivership. 1078, 1177
Track elevation, 472
Chicago Rys.:
Annual report. 134
Bonds, 510, 1218, 1294
Campaign against team interference.
182. 207
Cars. Arch roof, *648
Coasting recorders. 858. 1120. *1 192:
Comment, 1186
Notes paid. 1327
Rail, Romapac compound. Trial. 505
Receivership of Union Traction Co.,
255
Tantalum lamps on cars. twelve
months' investigation. 501
Chicago & Southern Traction Co.. Sale.
1041
Comnetition with steam road, 1303
Consolidation of surface and elevated rail-
ways proposed. 94. 206. 963, 1036.
1089. 1290
— — Electrification, Right to compel, 58: In-
vestigation. 1164, 1214
Electrolvsis. Reports of Board of Super-
vising Engineers, and Bureau of Pub-
lic Efficiency, 242; Report [Palmer],
1153
Elevated loop. Reduction of noise by
novel track construction. 469
Elevated railway valuation committee, 1253
Illinois Central terminal changes. 1251
Metropolitan West Side Elevated Rys..
Use of pocket tracks, *224
Northwestern Elevated R. R.:
Annual report. 1176
Bond issues, 63, 476
Paving, Creosot'd wood, 161
Public Service Companv of Northern Illi-
nois Merger. 1125
_: Smoke abatement. Investigation of. 1164
^outh S : de Flev.ited Rv.. Dividend. 172
Standard Gas <t Electric Co.. Stock in
crease. 1078
Chicago, 111.: (Continued)
Subway commission, 199, 252, 545, 885
Subway progress 129, * 157. 961, 996
Chicago, Lake Shore & South Bend Ry. (See
Michigan City, Ind.)
Chicago & Milwaukee Electric R. R. :
Bonds of Wisconsin division, 255
Earnings for six months. 407
Fee allowance fixed by court, 928
Foreclosure case, 1041
Reorganization, 511. 1177
Thompson suits, 1294
V alidity of bond issue, 172
Chicago, Ottawa & Peoria Ry. (See La Salle,
111.)
Chicago, South Bend & Northern Indiana Ry.
(See South Bend, Ind.)
Children. Small, must be accompanied.
Columbus, Ind., 173
Chuck for boring bearings (Stevens!, *160
Cincinnati, Ohio.:
Cincinnati. Georgetown & Portsmouth
R. R.:
Officers, 511
Sale of controlling interest. 172
Cincinnati Traction Co.:
Car, light-weight side-rod, 173. *502
Sale of notes, 407
Ohio Electric Ry. :
Rond purchase, 1125
Substation operation [Cochran], 1099
Circuit breakers:
Dispatcher's control of. Scottsburg. Ind.,
*81
Horn-gap type (Railwav and Industrial).
674
Outdoor oil (Westinghouse) , * 1 65
Citizens' Railway Co. (See Waco, Tex.)
Citizens' Railwav & Light Co. (See Fort
Worth, Tex.)
Citizens' Light &• Transit Co. (See Pine
Bluff, Ark.)
City & Suburban Rv. (See Brunswick, Ga.)
Claim agent should studv convention exhibits.
"759
Claim Agents' Association:
Address of President Drown, 733
Convention gathering. 689
Convention sessions, 733, 774
Educating the puhlic in the prevention of
accidents TBovnton], 870
President H. K. Bennett. *890
Prevention of accidents [Whitehead], 869:
[Carpenter], 872
— ■ — Selection and instruction nf trainmen
[Beck], 870; TWalsh]. 871
Claim department. (See Accident claim de-
partment)
Cleaning of cars. 864
Combined suction and pressure appa-
tus for [Conley], *276
Public Service Ry., 613
Cleveland. Ohio:
Cleveland Ry. :
Open doors on pay-within cars. 1 59
Ordinance changes", 60. 130. 197. 926.
1068. [Smith], 1113, 1185
Association, 534
Cleveland. Southwestern & Columbus Ry..
Freight traffic. 96
Cleveland & Youngstown Ry.. Proposed
improvements. 1006
Fare question. 293. 406. 8S5
Take Shore Electric Ry., Freight traffic. 96
Package agency, 1320
Service. Need of i'-creased, 1289
Terminal. Internrhan. 506
Ticket frauds 962
Cleveland. Painesville R Eastern Rv. (See
Willoughby. Ohiol
Coal:
Rriquetting of lignite. 289
Burning wet or dry. 863
Purchase of bituminous coal under b.t.u.
specifications [Crecelius], 784: Discus-
sion, 769
Testing. Berthier method. London Under-
ground Electric Rys., 390
Coal handling;
FToosac Tunnel power station, *458
Public Service Electric Co., Power sta-
tions, * 59 1
Worcester Consolidated Street Ry., *342
Coal meter. *781
Coal storage losses, Tests by United States
Bureau of Mines, Comment, 1225
Coasting time recorders:
Boston E'evated Rv., 858
Chicago Rv?.. 858, 1120, *1192 : Com-
ment, 1186
Third Avenue, New York. 1322
Colorado Railwav, Light & Power Co. (See
Trinidad. Col.)
Columbia (S. C.) Railwav. Gas & Electric Co..
Bond sale, 255
Columbus. Ind., Indianapolis. Columbus &
Southern Traction Co.. Small children
must he accompanied. 173
Columbus, Ohio:
Columbus, Delaware h Marion Ry.:
Annual report. 964, 1217
Receivership and sale, 172, 206. 295.
329, 441, 1256
Columbus Interurhan Terminal Co., 295
Columbus Railway & Light Co.:
Investigation, '547, 1077
Stock increase, 94. 134. 255, 441
Columbus. Urbana & Western Electric
Rv.. Issue of stock and bonds. 1256
Columbus, Ohio: (Continued)
Scioto Vaney iracuo 4l i_u., Annual meet-
ing, 5 1 1
Complaint department, New York State Rys.,
Rochester lines, 1272; Comment, 1266
Complaints, Handling of, 639
Concord (Mass.), Maynard & Hudson Street
Ry. (See Maynard, Mass.)
Concord. X. C, Salisbury & Spencer Ry.,
Operating statistics of storage battery
car, 44
Condensers, Spray cooling for water, North
Adams, Mass., *454
Conduit :
Fiber (J-M), Special uses of, 1282
Tile and fiber, Comparative costs, * 1250
Coney Island & Brooklyn R. R. (See Brook-
lyn)
Conference of Governors (See Governors'
conference)
Connecticut Co. (See New Haven)
Connecticut. Legislation, 92, 169
Connecticut Public Utilities Commission:
Accidents. Instruction in regard to re-
ports of, 1010
-Fare hearing, 1033
Organization, 472
Public utilities law, 273
Statement of policy, 1253
Connectors, Standard location for lighting.
C. E. R. A., *33
Construction trains:
■ Hoosac tunnel electrification work, 9
Southern Pacific Co., *946
Contract form of agreement, Public Service
Ry., 579
Control for multiple-unit train, Public Service
Ry., *660
Controller diagrams, Simplified [Parham], *246
Controllers, Overhauling of, 1087
Cooperation between departments [Peck],
1276
Copenhagen, Strike in, 990
Copper, Advance in price, 1271
Corona effects. (See Transmission lines)
Corporations and supervision, 974
Corrugation. (See Rail corrugation)
Cost of materials. Government bulletin, 241
Couplers :
Automatic car and air couplers, Subway
cars. Interborough Rapid Transit Co..
♦1003
Tanney radia 1 , Test at Indianapolis
[Mason], c*200
M. C. B.. Illinois Traction System, * 1 16
Standard:
Discussion at meeting of Engineer-
ing Association Committee, 117;
Comment, 104
Report of Engineering Association.
851; Discussion, 866
Covington, Ky.:
Franchise case, 328
Overcrowding ordinance upheld by Cir-
cuit Court, 331
Crane cars. (See Cars, Crane)
Crawfordsvillc. Ind.. Indianapolis. Crawfords-
ville &■ Western Traction Co. Trailer
cars, * 530
Crossings, Grade in New York State, 1075
Crossings, Third-rail highway, Aurora, Elgin
& Chicago R. R., 272
Crossings, Transmission line:
Southern Pacific Co., *945
Standards, Proposed, of Engineering As-
sociation, Comment, 1088
Crossings. Trollev wire, North Adams, Mass.,
*11
Crossover. Portable (Cleveland), *1004
Culverts, Concrete, Collapsible steel forms
for, *245
Current clocks. Experiments in Manchester
[Cunliffe], 658: Comment, 642
Curves. Elevation in paved streets, 862
D
Dallas. Tex.. Electric Corporation, Dividend,
678
Dam. Keokuk, la.. Progress, 1246
Danville (Ya.) Railway & Electric Co., 964
Davenport. Ta.. Tri-City Railway & Light Co.,
Annual report, 93
Davton, Ohio:
Baggage rules, 549
Single-end pay-within cars, *543
Definitions :
Cable and strand, 705
Desirability of uniform, 379
Maintenance, 779
Dennison. Ohio, Twi- City Traction Co.. 64
Denver (Col.) Citv Tramway Co.:
Car horse, *422
Pares for vacuum cleaners. 361
Power plant extension, *1188
Protests tax asse-"nent, 886
Sale of notes. 1256
Utility car, *539
Department co-operation [Peck], 1276
Depreciation. (See Accounting)
Derailing track. (^ee S-nded tracks)
D»s Moines (la.) City Ry. :
Arbitration agreement with employees
adopte-l. 406
T-nprovements, 427
Strike 284, 320. 406 [Snyder], *1060:
Comment. 267, 1050
July — Dfx ember, 191 1.]
INDEX.
VII
Dessau-Bitterfeld Ry:
Locomotives, electric, "1020
Power and transmission methods, *978,
*1097, *1 145 ; Comment, 974
Destination signs:
Need of indicators, 639
Station signs, 639
Detention of trains:
Aurora, Elgin & Chicago R. K., 308
West Jersey & Seashore R. R., 20
Detroit, Mich.:
Detroit United Ry.:
Accident near Dearborn, head-on col-
lision, 296
Arbitration of differences with plat-
form men, 96, 440
Brake-shoe adjuster, cam-type, *959
Current consumption of interurban
cars. M094
Fare agreement, Tentative, 950: Com-
ment, 937
Freight service, 984
Library of engineering hooks, 938
Lightning protection [Burdick], 1101
Ordinance provisions, 1144, 1244; Let-
ter to stockholders, 1319
Rental suit, 167
Testing laboratory [Rogers], *345
Wage scale, 546
Municipal ownership, 204, 1036
Devils Lake (N. D.) & Chautauqua Transfer
Co., 1041
Dictionary, Electric Railway, Report of super-
vising committee, 834
Dining-car service on Aurora, Elgin & Chicago
R. R., 227
Direct-curernt railways. (See High-tension di-
rect-current railways)
Discipline. (See Employees)
Dispatching trains:
Dispatcher's control of line circuit break-
ers, Scottsburg, Ind., *81
— — Selective signal and telephone equipment
(Western Electric), *85
Telephone switchboard (Lafayette), * 1 64
Telephone system paralleling high-tension
transmission line, New York, West-
chester & Boston R. R., 668
Dixon, 111., Sterling, Dixon & Eastern Elec-
tric Ry., Fare increase, 1237; Com-
ment. 1226
Door-operating device, Pneumatic (Consoli-
dated Car-Heating Co.), *674
Door rollers, Babbitt bearing for, *281
Double-car units. (See Multiple-unit trains)
Drawings of piping installations. Improving,
1137
Drill clamp, Portable, *958
Duplicator, Commercral, 758
Dust guards in iournal boxes, 1017
Dutch West Indies. Gasoline car. *673
E
East St. Louis (111.) & Suburban Ry.:
Annual report, 329
• Near side stops, 1011
Eastern Wisconsin Railway & Light Co. (See
Fond du Lac), 726
Easton, Pa.:
Easton Consolidated Electric Co.. Annual
report, 133
Montgomery Traction Co., Sale., 1009
Pennsylvania-Jersey Traction Co., Note is-
sue, 135
Fconomy and efficiency, 1017
Edison, Thomas A., Letter on his storage bat-
tery, 802
Education, Report of American Electric Rail-
way Association. 752; Comment, 797
(See also Apprentice courses)
Edwardsville, III., Fare question, 1328
Efficiency engineering:
Economies in materials and schedules, 73
Economy and efficiency, 1017
Report of Engineering and Accountants'
Association joint committee, 778;
Discussion, 778: Comment. 760
Ejectment case of Berkshire Street Ry., 1282
El Paso (Tex.) Electric Co., Bonds. 1009
Electric Railway Journal :
Change of mailing date. 84
Convention number, 555: Comment. 640
Index, Value of to readers, 1303
Electrical machinery, apparatus and supplies.
Census report on manufacture of, 427.
1212
Electrification. (See Heavy electric traction)
Fleet rolysis :
Chicatro. Investigation, 242: Report [Pal
merj, 1153
Concrete poles, Electrolysis in, *700
Return circuit installation, Public Service
Ry., *596
Electrolytic hydrogen and oxygen generators
(International), *249
Elmira (N. Y.) Water, Light & Railroad Co..
Merger. 1078
Emergency repair crews on Public Service
Ry., 595
Employees :
Accident prevention. Instruction in, 844
Accidents and the discipline of employees
[Johnson], 654
Agreement with. Albany, N. Y., 97
Apprentices. (See Apprentice courses)
Aurora. Elgin X Chicago Ry.. 228
Employees : (Continued)
Barber shops in car houses, 340
Benefit funds, Penn. K. R., 81
— Benefits and pensions. Public Service Ry.,
619
Clubhouses, Portland, Ore., 319. 331
Club rooms, Los Angeles, 931
Committees on safety, 1050
Compensation of workingmen and employ-
ers' liability, Discussion at conference
of. Governors of States, 465: Com-
ment, 452
— Complaints against platform men, 639
Conscience fund contribution, 689
— Co-operative wage plan and arbitration
scheme, Proposed, Philadelphia. 393:
Comment, 378
—Courtesy, 369
— Courtesy, Letter to Brooklyn employees,
929
Discipline, Public Service Ry., 620
Education in accident prevention [Mc-
Dougall], 1204; Discussion, 1209
Education of shop apprentices, 3
Essay awards, St. Louis, 476
Facilities for, Report of Engineering As-
sociation on buildings and structures,
820, 825; Discussion, 803; Comment.
844
Fire protection. Instructions for, 821
Instruction, Public Service Ry., *616
Instruction methods. Second Avenue R.
R.. New York, *237: Comment, 216
Instruction of trainmen in economical
use of power, Boston Elevated Rv..
1025
Kansas workmen's compensation act, 958
Liability insurance legislation, 812
Library of Public Service Corporation.
*574
Lunchrooms in carhouses, 340
Manchester, Eng., Concessions, 504
Medals for conductors, Chicago & Milwau-
kee Electric R. R.. 258
-Merit system of Illinois Traction Svstem.
430
Milwaukee fare case. Interest in, 362
Physician's examination, Public Service
Ry.. 615
— — Prevention of accidents [Whitehead!, 869:
rBeckl. 870: [Walsh], 871; [Carpen-
ter], 872
Prizes, Roadbed condition: Ft. Wayne &
Northern Indiana Traction Co.. 1290
Protection of linemen against shocks, 1133
Restaurant, Public Service Corporation.
? 572 .
Service insignia, Danbury. Conn., 88"
Social activities. Public Service Rv., New-
ark. N. L, »1S3, 622: Comment, 144
Strikes. (See Strikes)
Substation operators. Ouestions for, 1100
Training of! Boston Elevated Ry., 694
Uniforms, wages and promotions. Public-
Service Ry., 618
Wages :
Chester, Pa., Increase. 332
Chicago & Toliet Electric Ry.. In-
crease, 174
Detroit United Ry., 546
Eastern Wisconsin Railway & Light
Co., Increase, 1233
Effect of low fares on, 331
Omaha. Neb., Increase. 1258, 1298
Philadelphia, Co-operation plan. 393.
1329: Comment, 378
Pottsville, Pa., Increase. 65
Public Service Rv.. Increase, 1296
Wisconsin Electric Ry., Increase, 1233
Welfare measures [Pierce], 773
Employers' liability and workingmen's compen-
sation. Discussion at conference of
Governors of States, 465: Comment.
452
End connections on_ cars. Report of American
Electric Railway Engineering Associa-
tion, 747; Comment, 717
Energy consumption of one and two-car trains.
Illinois Traction System. 527: Detroit.
♦1094
Engineers :
Public functions of the ensineer, 217
Responsibility of. in making appraisals
[Byllesby], 16
Engines. (See Gas encrines: Oil engines)
Fngland. (See Great Britain)
Equipment trust securities [Brockway], 82;
Comment, 74
Erie-Cambridpe-Union & Corrv Traction Co
for sale, 928
Europe, Electric railways in, Data, 392
^vansville (Ind.) Rvs., Improvements, 475
Excursion cars. (See Chartered cars)
Express. (See Freight and express)
F
Factory working hours and peak loads, 1227
Fare boxes. Public Service Ry., 621
Fare collection. Front door, in Kansas City,
737
Fare collection and recistration. Rooke svstem.
Providence. R. I., 1321
Fares :
Accounting for. on prepayment cars
[Boylan], 7!<7
Fares: (Continued)
Accounting methods of Public Service
Ry., *627
Appraisals as hasis for fixing [Byllesby),
Aurora. Elgin & Chicago R. K., 226
Berlin, Germany, 229
Birmingham, Ala., 1011, 1080
Cleveland, Interurban cars, 406, 885
[Colt], 33
Coney Island, Brooklyn Rapid Transit Co.,
174, 181, 198, 1114
— —Determining proper basis for, Report of
American Electric Railway Associa-
tion, 840, 1154; Comment, 843, 1134
Detroit United Ry., Tentative arrange-
ment for settlement of franchise sit-
uation, 950; Comment, 937
Early fares in various cities, 1155
— — Eastern Wisconsin Railway & Light Co
Increase, 193, 1223; Comment, 1226
Effect of low fares on wages, 331
European rates, 1156
Factors which govern transportation rates,
1154
Hudson & Manhattan R. R., Increase.
1094, 1113, 1134
Long Island R. R., Hearings, 114
Manchester to Hartford, Conn., 1033,
1080
Middlesex & Boston Ry., Hearing, 120
Milwaukee case. (See Milwaukee, Wis.)
New Jersey hearings, 174, 207, 209, 1117
No-seat-no-fare, San Francisco, 65
Omaha, Neb., bridge case, 751
Portland, Ore., 1126
Reduction :
Bay State Street Ry., 930
Cleveland, 293
Lincoln, Neb., 930
New York & Long Island Traction
Co., 1011
Old Colony Street Ry., 208
Puget Sound Electric Ry., 549, 929
Rockford & Interurban Ry., 96
Syracuse & South Bay R. R., 173
Report of American Electric Railway As-
sociation, 840, 1154; Comment, 843,
1134
Report of Transportation and Traffic As-
sociation, 832; Discussion, 807- Com-
ment, 797
Rules and regulations, New York State
Street Railway Association committee
report, 1240
Schenectady Ry., 332
School fares, New Jersey, 95
Seattle-Tacoma fares reduced, 549
Sterling, Dixon & Eastern Electric Ry.,
Increase, 1237; Comment, 1226
Syracuse, Lake Shore & Northern R. R.,
Increase, 1127
-Taunton & Pawtucket Street Rv . Hear-
ing, 152
Vacuum cleaners, Denver, 361
Wisconsin Electric Ry., Increase. 1233;
Comment, 1226
— (See also Through routes and joint rates)
Fargo (N. D.) & Moorhead Street Rv.. Sale,
475
Federal Light & Traction Co. (See New
York City)
Federal relations. (See Public service cor-
porations)
Feeder equalizer boxes. Public Service Rv
*598
Fenders:
Hearing on, by Massachusetts Railroad
Commission, 1168
Tests by Massachusetts Railroad Com-
mission, 549, 919
Ferries, Public Service Ry., *556. 557. 586
Field coil repair economy. Toledo. 286
Field testing device, Olean. N. Y., 124
Financial :
Annual reports, Elements of, 1049
Cost of construction. Electrification of
West Jersey & Seashore R. R., 19
Cost of maintenance:
Aurora, Elgin & Chicago Rv., 308
Motor car equipments. Brooklyn, 159
Cost of operating and maintenance. Elec-
tric divisions of West Tersey & Sea-
shore R. R„ 19, 20: Comment, 75
Cost of railway property, Buffalo, 993
Cost of station equipped with high-pressure
turbines [Bronsdon], 489
Earnings of Public Service Corporation,
Estimate, 536
Eastern Wisconsin Railway & Light Co..
Remit of fare increase, 1235: Com-
ment, 1226
Equipment trust securities [Brockwav], 82:
Comment. 74
Great Britain:
Cost of construction and maintenance,
199
Municipal tramways. Policy respect-
ing renewals [Rodgers], 661
Revenue of Public Service Ry., 569
Sleeping car trains, earnings and expenses.
526
Sterling, Dixon & Eastern Electric Rv..
Result of fare increase. 1238: Com-
ment, 1226
Wisconsin Electric Ry., Result of fare in-
crease, 1235: Comment. 1226
Five hazard and high voltage, 379
Fire insurance [Staatsl. 356: Discussion, 35S
Reduced rates. Richmond. Va.. *998
VIII
INDEX.
[Vol. XXXVIII.
Fire insurance: (Continued)
Report of American Electric Railway 1
sociation Committee, 838
Work of American Electric Railway Asso-
ciation [Brady], 723
Fire protection:
Automatic sprinklers, Report of Engineer-
ing Association, *826
Bridgeport car house, 149
Decreasing fire hazards in old car shops,
416
Importance of little things, 640
Instructions to employees, 821
Report of Engineering Association on
buildings and structures, 820; Discus-
sion, 803; Comment, 844
Sprinkler system in open yard, Interbor-
ough Rapid Transit Co., New York,
*277
Flooring, Sanitary car, "Hy-ge-nia," St. Louis,
*321
Fond du Lac, Wis., Eastern Wisconsin Rail-
way & Light Co., Fares increased, 193,
1233; Comment, 1226
Fonda, Johnstown & Gloversville R. R. (See
"Gloversville, N. Y.)
Forms, Collapsible steel, for concrete cul-
verts, *245
Fort Dodge (la.), Des Moines & Southern
R. R.:
Automatic block signals, 1056, 1250
Committee of employees on safety, 1050
Issue of receivers' certificates, 547
Sale, 407
Fort Wayne & Northern Indiana Traction Co.,
Roadbed condition prizes, 1290
Fort Worth, Tex.:
Citizens' Railway & Light Co., Sale, 134,
255
Northern Texas Traction Co., Single-end
interurban cars, *925
Fostoiia (Ohio) & Fremont Ry., 92
France:
Midi Ry., Single-phase locomotive. *647
-Paris-Lyons-Mediterranean Ry., Electric
locomotive with pennutators, *385;
Comment, 381
Franchises :
rCrosby], 875
Model street railway. Suggestions. National
Municipal League, 1281
(See also names of cities)
Frankford, Tacony & Holmesburg Ry. (See
Tacony, Pa.)
Free transportation. New Tersev rules, 369
Freeport (111.) Railway &• Light Co., Arch roof
cars, *363
Freeport, Me., Portland & Brunswick Street
Ry., Sale, 256, 547
Freight and express:
Accounting for interline. 745
\ccounting methods of Illinois Traction
Svstem, 184
Accounting, Report of Accountants' and
Transportation & Traffic Associations,
785: Discussion. 790; Comment. 798
-\urora, Elgin & Chicago R. R.. 228, 307
Bay State Street Ry., 431, "1033
Boston Elevated Rv., Express plans, 1163
Cleveland, Southwestern & Columbus Ry.,
96
Detroit United Ry., 984
Illinois. Rate reduction, 477
. Interurban railways [Henry], 741
Lake Shore Electric Rv.. 96
T ocomotives. Electric, for interurban hau>
age r Wynne], 1103
New York State interurban roads, *281
Possibilities, on interurban lines [Nor-
viell. 1109 .
Report of committee of Transportation &•
Traffic Association, 787: Discussion.
Rochester, Syracuse & Eastern R. R.. 477
Truck service. New Albany. Tnd.. 966,
1011
Warsaw. Ind., 967
Worcester. Mass., 1258
Fuel. (See Coal)
Funeral cars. (See Cars. Funeral)
Funicular electric railway, Lookout Mountain
Park, Denver, Col., 923 .
Fuse-testing clips of Milwaukee Electric Rail-
way & Light Co.. 527
Calco, car headlining. 128 .
Galena-Signal Oil Co., Annual convention of
representatives, 504
Galveston-Houston (Tex.) Electric Co., Annual
statement. 964
Gas, Electric & Railway Association of Okla-
homa, Organization, 914
Gas engines:
Comparison with steam turbine [DreyfusJ,
657
Johannesburg, Africa, Failure, 1088
Gasoline cars:
Dutch West Indies, *673
Line car, Milwaukee, *770
Point Shirley, Mass., *959
(Railwav Motor Car Cor.), type C, 668
Victorian Rys., Australia, *1285
Gasoline-electric cars:
— — Germany, 1166
Gasoline-electric cars: (Continued)
Operating and transportation statistics,
Third Avenue R. R., New York, 490;
Comment, 484
[Potter], 41
St. Louis & San Francisco R. R., *163,
♦287
( Westinghouse), in Europe, *1002
Gates, Safety, on cars, Louisville, Ky., 549
Gears:
Aurora, Elgin & Chicago R. R., 307
Fitting pressure, 864
Generators, Electric:
D. C. turbo-generators larger than 500 kw
capacity [Dyer], 783
Largest turbo-generator built, New York
Edison Co., 1034
Statistics of manufacture, 427
—Ventilating device (Baker), *125
Ventilation of, 863
. Voltage and frequency for three-phase
turbo-alternators [Crecelius], 782; Dis-
cussion, 768; Comment, 760
Generators, Electrolytic hydrogen and oxygen
(International). *249
Georgia Light, Power &• Railways, Incorpora-
tion, 1078, 1177, 1218
Georgia Railwav & Electric Co. (See Atlanta,
Ga.)
Georgia Railwav & Power Co. (See Atlanta,
Ga.)
German Street and Interurban Railway Asso-
ciation, Meetings, 646, 997
Germany :
Accident statistics, 1905-1909, *391; Com-
ment, 378
Independent motor cars in, 1166
Railway statistics for 1909, 868
-Sanded derailing track at Dresden- Alstadt
[Kopcke], "397
(See also Berlin, Germany)
Glasgow :
Common good and the tramways, 689
Electric railway exhibit, 534
Strike, 378
Glens Falls, N. Y., Hudson Valley Ry., Freight
and express traffic, 283
Gloversville. N. Y.. Fonda, Johnstown & Glo-
versville R. R., Annual report, 1124
Going value of public utilities [Fowle], 1115
Governor synchronizing system [Turner], 39
Governors' conference:
Discussion of employers' liability and
workingmen's compensation, 465; Com-
ment, 452
Wisconsin commission law, Policies under-
lying, and results accomplished [Mc-
Govern], 497; Comment, 483
Grade crossings. (See Crossings)
Grand Rapids (Mich.), Grand Haven & Mus-
kegon Rv., Sale, 1177
Grass Valley, Cal., Nevada County Traction
Co.. 407
Great Britain:
Car meter experiments [Cunliffe], 658;
Comment, 642
Cars, Double-deck, in England, 415
"Common Good," and the Glasgow tram-
ways. 689
Croydon Tramways, Energy saving, due to
car meters, 362
Finances and policy of English municipal
tramways [Rodgers], 661
Financial data, 199
Manchester, Concessions to employees,
504
Prepayment cars in. 664
■ Single-deck vs. double-deck cars [Hoogh-
winkel], 199
Strike in Glasgow, Scotland, 378
Track practices, 738
Trackless trolleys, *155
Transfers in [Shepherd], 199
Great Britain. Tramways & Light Railways'
Association. Convention, 199; Com-
ment, 181
Great Falls (Mont.) Street Ry., Semi-convert-
ible cars, *323
Green Bay (Wis.) Traction Co.. Decision on
old trackage agreement, 1094
H
H
Hagerstown (Md.) Rv.. New interests, 1257
Halifax (N. S.) Electric Tramway Co., Annual
report, 206
Harrisburg, Pa., Central Pennsylvania Trac-
tion Co., Annual report, 255
Hattiesburg (Miss.) Traction Co., Sale, 511
Haverhill. Mass., New Hampshire Traction
Co.:
Issue of securities, 441
— — Sale of Portsmouth & Exeter Street Ry.,
511, 1042, 1257
Haverhill (Mass.) & Amesbury Street Ry.
(See Merrimac, Mass.)
Headlights:
Inclosed arc lamps [Baldwin], *531
Interunban service [Schlessinger], *349;
Discussion, 358
Standard plug recepticle and holder, C.
E. R. A., *33
(T. S. Co.), *166
Headlining :
(Dietzgen), 249
Galco, 128
Heater, Car, Forced-ventilation hot-air
(Cooper), *1070
Heating of cars:
Chicago Rys., Arch roof car, 651
Comparative costs of three systems, 854;
Discussion, 866.
German report, 997
New York City, Hearing, 1239
Report of Engineering Association, 853;
Discussion, 866
Thermostatic control of electric heaters
(Consolidated), *669
[Thorn], 115; Discussipn, 116.
Tilting heat deflector (Consolidated), *669
Heavy electric traction:
Cost of operation, need of publicity, 75
Denmark. 49
Dessau-Bitterfeld Ry., *978, *1097, *1145;
Comment, 974
Discussion at Chicago meeting of A. I. E.
E., 49; at Turin meeting, 1147
Hoosac tunnel, *6, *454; Comment, 1
Hoosac tunnel locomotive, *881
Midi Ry., Locomotive, *647
N. Y., N. H. & H. R. R., Experience
[Murray], Discussion, 50
Norway, Report on possible electrification,
659
Prussian State Railways, Reasons for
choice of ,16 2-3 cycles, 1025
Report of American Electric Railway Engi-
neering Association, *746; Discussion,
734; Comment, 717
Rhoetian Ry., Switzerland, 31
Single-phase locomotive for Loetschberg
Ry„ *190
Single-phase versus three-phase [Calzolari],
1147; Comment, 1136
Smoke abatement and electrification in
Chicago, 1164
Southern Pacific, Oakland lines, *900,
*940
Spiez-Frutigen Ry. motor cars, *644
— — -Statistics of cost of electric operation of
steam railways [Bierck], 830
Switzerland, 266
West Jersey & Seashore R. R. [Wood],
19; Discussion, 50; Comment, 75
High-tension direct-current railways:
— Comparison of cost and performance, with
alternating lines, Milwaukee System
I Ran and Mullett], *1138; Comment.
1135
[Gyaros], 1152
Hungarian 1650-volt line, 392
High voltage and the lire hazard, 379
Hoosac tunnel. (See North Adams, Mass.,
Boston & Maine R. R.)
Horse, Car. in shops of Denver City Tramway
Co., *422
Houston (Tex.) Electric Co., Semi-steel cars,
*882
Hudson, N. Y., Albany Southern R. R. :
Freight and express traffic, 283
Promoting commutation traffic, # 54
Street sprinkler for destroying weeds, 435
Timetable for summer, 123
Hudson & Manhattan R. R. (See New York
City)
Hudson River tunnels. (See New York City,
Hudson & Manhattan R. R.)
Hudson Valley Ry. (See Glens Falls, N. Y.)
Hungary, 1650-volt. d. c. railway, 392
Huntington, W. Va., Ohio Valley Electric Ry.,
Control stock, 367
Hutchinson, Kan.. Prepayment car, *505
Idaho
Association, Convention,
Cedarman's
1062
Identification of railway property. Central Elec-
tric Railway Association standard
sign, *33
Illinois Electric Railways Association:
-Advertising [Buffe], 495
Chicago meeting, 493
Traffic promotion [Breckinridge], 494
Illinois Railroad & Warehouse Commission,
Additional powers for, 136
Illinois Traction System. (See Peoria, 111.)
Illinois Valley Gas & Electric Co. (See
Streator, 111.)
Indiana Railroad Commission news, 65
Indiana Union Traction Co. (See Anderson,
Ind.)
Indianapolis, Ind.:
- — —American Traction & Power Co., 928
Indianapolis & Cincinnati Traction Co.,
Simmen signals, 1034
Indianapolis, Columbus & Southern Trac-
tion Co. (See Columbus, Ind.)
Crawfordsville & Western
Co. (See Crawfordsville,
-Indianapolis,
Traction
Ind.)
-Indianapolis
Louisville Traction Co.
(See Louisville, Ky.)
Terre Haute, Indianapolis & Eastern Trac-
tion Co., Switching locomotive, *463
Insignia for railway property, C. E. R. A.
standard, *33
Inspection of rolling stock, Reduction of car
failures [Barnes], *34
Instruction methods. (See Employees)
Insulators:
Hoosac tunnel, 8, *10
Suspension [Austin], Comment, 4
Insurance. (See Fire insurance)
July — December, 191 1.]
INDEX.
IX
Interborough Rapid Transit Co. (See New
York City)
International Electrical Congress at Turin, 542,
1136, 1147
Acceleration of train speed [Mailloux],
1152
High-tension direct-current traction
[Gyaros], 1152
Single-phase and three-phase traction on
lines of heavy traffic [Calzolari], 1147;
Comment, 1136
Single-phase traction motors [Rummer],
1151
Working conductors for electric railroads
[l'Hoest], 1151
International Street & Interurban Railway As-
sociation, Convention in Christiania,
Norway, 1249
International Municipal Congress, Convention,
541
International Street & Interurban Railway As-
sociation, Convention, 1291
International Traction Co. (See Buffalo,
N. Y.)
International Transit Co. (See Sault Ste.
Marie, Mich.)
Interstate Commerce Commission :
Annual report, 202, 1271
Decision on commutation fares, 257
Interurban railways:
Current consumption, Dei.oit United Ky.,
*1094; Illinois Traction System, *522
Development [Henry], 739
Freight haulage by electric locomotives,
[Wynne], 1103
Jack, Ball-bearing (Duff), *435
Jackson, Mich., Michigan United Ky.:
Bond issue, 1257
Cars, Express-freight, *126
Japan, Electric railways in Tokio, 664
Jerseyville, 111., Alton, Jacksonville & Peoria
Ry., Receivership, 547
Johannesburg (Africa) gas engine failure, 1088
Joint rates. (See Through routes and joint
rates)
Joint use of tracks, Award of Arbitrators in
Richmond, Va., 158
Joints, Tests of nickel-steel riveted, 922
Joliet extension of Chicago, Ottawa & Peoria
Ry. (See La Salle, 111.) _
Joliet (111.) & Southern Traction Co., De-
posit of bonds, 330; Foreclosure, 1009,
1218
Journal boxes, Dust guards in, 1017
Kankakee, 111., Cars with non-parallel axle
truck, *127
Kansas City, Mo.:
Kansas City Railway & Light Co. Annual
report, 1255
Redemption of bonds, 1294
Substation, *957
Kansas City V iaduct & Terminal Co., Re-
ceivership, 1253, 1294
Metropolitan Street Ry. :
Composite wood and steel cars, *665
Earnings, 678
Front door fare collection, 737
Odd and even stops, 730
Operation under receivers, 437
Paving, 471
Ramp for car platforms, *1004
Receivership, 63, 926, 1009
Kansas workmen's compensation act, 958
Keokuk, la.:
Dam across Mississippi River, Progress,
1246
-Keokuk (la.) Electric Co., 1294
Key Route. (See Oakland, Cal.)
Knoxville (Tenn.) Railway & Light Co.,
Change of stock, 1327
Kokomo (Ind.), Marion & Western Traction
Co.:
Depreciation account, 156
Sale of bonds, 330
Labor organizations, Policy of the Philadelphia
Rapid Transit Co. toward, 393; Com-
ment, 378
Laboratory, Detroit testing [Rogers], 345
Lake Erie, Bowling Green & Napoleon Ry.
(See Bowling Green, Ohio)
Lake Shore Electric Ry. (See Cleveland,
Ohio) ' _
Lake Superior Corporation. (See Sault Ste.
Marie, Mich.)
Lamps, Electric, Statistics of manufacture, 427
(See also Arc lamps)
Land values, Effect of railway operation on,
Washington, D. C. [Harries], 777;
Los Angeles [Winsor], 879
La Salle, 111., Chicago, Ottawa & Peona Ry.,
Joliet extension, "1306
Leather, Artificial, for car seats (Fabrikoid),
664
Leetonia, Ohio, Youngstown & Ohio River
R. R., Dividend, 678
il Electric Railway Asso-
864
Legal:
Ejectment case, Berkshire Street Ry.,
1282
Franchise sustained in Oklahoma City, 780
Omaha bridge case, Decision, 751
Wisconsin decision on old trackage
agreement, 1094
Legal notes:
Charters, ordinances and franchises, 290,
403, 1071, 1121
Miscellaneous, 89, 1073
Negligence, Liability for, 88, 290, 402, 436,
1072, 1121
Legislation affecting electric railway accounting
[Davies], 26
Legislation affecting electric railways, 92, 169
— —California, 917
Massachusetts, 228
Report of committee on federal relations,
812
Lehigh Valley Transit Co. (See Allentown,
Pa.)
Lewiston, Me., Portland, Grey & Lewiston Ry..
Electric locomotive, *924
Lexington, Ky., Kentucky Traction & Terminal
Co.:
Accident prevention campaign, 1043
Combination baggage and refrigerator car,
•56
Libraries of engineering books for railway com-
panies. Desirability of, 938
Libraries, Technical, in New York City, 539
Life of railway physical property:
Accounting standpoint (Ingle], 1205; Dis-
cussion, 1210
Engineering standpoint [Bagg], 1205; Dis-
cussion, 1210.
(See also Accounting: Appraisal)
Lighting of cars:
Chicago Rys., Arch roof car, 651
Comparison of different lamps, 865
Tantalum lamps on Chicago Rys., year's
test, 501
Lightning arresters:
Discussion, Centr
ciation, 359
Grounding, 861
Inspecting, 861
Location on cars.
Lightning protection [Burdick], 1101
Lignite. Briquetting of, 289
Linemen. (See Employees)
Little Rock (Ark.) Railway & Electric Co.,
Transportation of mail carriers aban-
doned, 1279; Dividend, 1327
Locomotives. Electric:
Dessau-Bitterfeld Ry.. *1020
Freight haulage on interurban
[Wynne], 1103
(G. E.) 35-ton, Woodward (Ala.)
Works, *86
Hoosac tunnel, 11, *8S1
Loetschberp Ry., Single-phase. * 1 90
Midi Ry.. France, Single-phase, *647
Paris-Lyons-Mediterranean Ry., Use of
permutators, *385: Comment, 381
Portland, Grey & l ewiston Ry., *924
Single-phase. Data on, 957
Switching, Terre Haute, Indianapolis &
Eastern Traction Co., *463
Loetschberg Ry. (See Switzerland)
London letters, 57, 250. 404, 884, 1005, 1173
London Underground Electric Rys.:
Advertising for traffic. *387
Coal testing, Bertliier method, 390
Redemption of bonds, 330
London (Ont.) Street Ry. :
Annual report, 62
Stock issue, 1009
Long Island R. R. :
Collision, 443
Grade crossing order, 1122
Hearing on fares, 114
Lookout Mountain Park, Denver Col., Funicu-
lar electric railway, 923
Los Angeles, Cal.:
Franchise ordinance, 327, [Shoup], 437;
506
Los Angeles Ry., Carhouse. *771
McNamara case — responsibility of organ-
ized labor, 1185
Pacific Electric Ry. :
Bond issue, 1125
Club rooms for employees, 931
Incorporation, 476
Terminal station design, 938
Uniforms, 174
Transit conditions. Report hv B. T. Ar-
nold, _*907, *1063; Comment, 1049
Lost articles in street cars, and the burden
upon the company, 483
Louisville, Ky. :
Crosstown railway ordinance, 1252
Indianapolis & Louisville Traction Co.:
Line circuit breakers, Dispatcher's
control of, *81
Receivership, 63, 1177
Louisville Ry. :
Bond sale, 256
Pay-as-you-enter cars, 966
Safety gates reduce accidents, 549
Three-coupon transfer, *400
— Louisville & Interurban R. R., 206 _
Louisville & Northern Railway & Lighting
Co. (See New Albany, Ind.)
Lubrication, Raising the standard of, 519
Lubrication experts. (See Galena-Signal Oil
Co.)
lines
Iron
M
McCarter, Thomas N., *800
McKeesport, Pa., Pittsburgh, McKeesport &
Westmoreland Ry., Receivership, 1125
McKinley System. (See Peoria, 111., Illinois
Traction System)
Macon (Ga.) Railway & Light Co.:
Purchase, 1078
■ Sale of securities, 1078, 1177
Mail, Compensation for carrying:
Report of American Electric Railway As-
sociation, 840
Washington conference, 360
Mail carriers, Transportation of, abandoned at
Little Rock, Ark., 1279
Maintenance, Definition of, 779
Maintenance of buildings and structures, Re-
port of Engineering Association, "820;
Discussion, 803; Comment, 844
Maintenance costs of motor car equipments,
Brooklyn, 159
Maintenance ot rolling stock. (See Car main-
tenance)
Maintenance of way L Alderman], 42; Discus-
sion, 53
(See also Track construction; Way de-
partment)
Manchester, Eng., Concessions to employees,
504
Manila (P. I.) Electric Railroad & Light Co.:
Baseball team, *837
Dividend, 1294
Manufacturer and the railway man, 452
Maps :
Aurora, Elgin & Chicago R. R., 220
Berlin rapid transit lines, 229
Boston Elevated Ry., 1314
Buenos Aires railways, 239
Chicago, Ottawa & Peoria Ry., 1306
Cleveland, Package Agency, 1320
Dessau-Bitterfeld Ry., 978
Los Angeles, Cal., 908, 1064
Public Service Ry., 559, 590, 591
St. Louis to Cleveland, Trip of Illinois
Traction office car, 395
Southern Pacific Co., 900
Spiez-Frutigen Ry., 644
West Jersey & Seashore R. R., 19
Wisconsin Electric Ry., and Eastern Wis-
consin Railway & Light Co., 1233
Massachusetts:
Hydroelectric development, 1249
Legislation, 92
Massachusetts Electric Companies. (See Bos-
ton)
Massachusetts Northern Railways organized,
1177
Massachusetts Railroad Commission:
Express plans of Boston Elevated Ry.,
Hearing on, 1163
Fare hearing, Middlesex & Boston Street
Ry., 120
Fare hearing, Taunton & Pawtueket Street
Ry., 152
Fender and wheelguard tests, 549, 919
Fenders, Hearing on, 1168
List of street railways with bonds eligible
for savings bank investments, 1326
Maynard, Mass., Concord, Maynard & Hudson
Street Ivy., Stock issue and consolida-
tion, 134
Merit systems. (See Employees)
Merrimac, Mass., Haverhill & Amesbury Street
Ry., Stock and bond issue, 511
Meters, Car:
Cape Town, 880
Energy saving due to, Croydon Tramways,
362
Experiments in England [CunliffeL 658:
Comment, 642
Meters, Coal, *781
Meters, Steam flow, *781
Metropolitan Street Ry. (See Kansas City;
New York City)
.Mexico City, Mex., Strike, 132
Michigan City, Ind., Chicago, Lake Shore &
South Bend Ry., Improvements, 123
Michigan United Rys. (See Jackson, Mich.)
Middlesex & Boston Ry. (See Newtonville,
Mass.)
Midi Ry. (See France)
-Milwaukee, Wis.:
-Milwaukee Electric Railway & Light Co.:
Bond issue, 1042, 1125
Cars, Pay-within, 297, 477
Fare case, Interest of employees in,
362
Fuse-testing clips, 527
Gasoline line car, *770
Near-side stops, 431
Oil tank car, *538
Printing shop, 1023
Reorganization plan, 1037
Shelter stations, *540
Sprinkling cars, *289
Milwaukee Light, Heat & Traction Co.,
Comparative data tor alternating and
direct-current lines [Rau and Mullett],
*1138; Comment, 1135
-Valuation of railway property by Railroad
Commission, 160; Comment, 143
Minneapolis, Minn.:
Minneapolis Street Ry., Car capacity cases,
410
Twin City Rapid Transit Co., Stops and
transfers, 1219
X
INDEX.
[Vol. XXXVIII.
Mississippi Yallev Interurban Ry. (See
Springfield, 111.}
Mitten, T. E., Resignation from Chicago City
Ry., 1232
Mobile (Ala.) Light & R. R. Co., Storeroom
accounting methods [Glover], *423
Montgomery County Rapid Transit Co. (See
Norristown, Pa.)
Montgomery Traction Co. (See Easton, Pa.)
Montreal (Que.) Street Rv. :
Annual report, 1009. 1040
Merger, 964, 1078
Purchase, 547
Transfer of property, 928
Motormen. (See Employees)
Motors, Electric:
— ■ — Capacity of, for trailer operation, 939
Chicago Rys., Arch roof car, 653
Deri motor on Martigny single-phase rail-
way, *235
Effect of unequal v\heel diameter, 863
Interpole, Discussion by German engi-
neers, 997 '
Interpole, for light service (Westinghouse),
*667
Maintenance costs of Brooklyn Rapid
Transit Co., 159
Problem of old motors, 521
Public Service Ry., 604
Reduction of weight, 857
— Shop motors, direct-connected, at Salt Lake
City, 958; Comment, 898
Single-phase traction [Kummer], 1151
Spiez-Frutigen Ry., *646
Statistics of manufacture, 427
(Westinghouse) interpole direct-current,
type SK, *245
Multiple-unit control:
—Public Service Ry.. "607, *660
-Train operation for city and suburban
travel [Franklin), 839; Discussion, 809
Trains in city service, 975
Trains, Multiple-unit vs. trailer operation
[Renshaw], 350: Discussion, 359
(See also Train operation)
Municipal ownership:
Detroit, 204
Financial results in Great Britain [Rod-
gers], 661
San Francisco project, 293, 365, 1007
Toledo Mayor on, 203
Winnipeg, 205, 254
Muskogee, Okla.. Storage-battery cars (Fed-
eral), *324
N
Napa, Cal.:
San Francisco, Napa & Calistoga Ry., In-
corporation, 1125
San Francisco. Yallejo & Napa Valley
Rv.. Suit for receiver. 408: Sale, 476.
1042
Nashville (Tenn.) Raihvay & Light Co.. An-
nual report, 294
National Association of Railway Commission-
ers. Convention, 920; Reports. 1026;
Comment, 1018
National Civic Federation:
Conference on uniform public utility legis-
lation, 60
Report on regulation of interstate and
municipal utilities, 320
National Electric Light Association:
Joint use of poles, standard form of agree-
ment, Comment, 144
Membership plan r Duffy], c 85
National Light & Power Co. (See St. Louis,
Mo.)
National Municipal League. Plan for model
franchise, 1281
Near-side stops. (See Stopping of cars)
Nebraska, Depreciation rules in, 973, 990
Nevada Countv Traction Co. (See Grass Val-
ley, Cal.)
New Albany, Ind.. Louisville S: Northern
Railway & Lighting Co.:
Accident campaign, 550
Track service. 966, 1011
New England Investment S; Security Co. (See
Springfield, Mass.)
New England Power Co.. Developments in
the Shelburne Falls district. 1249
New England Street Railway Club:
August outing, 431
November meeting. 1191
New Hampshire Traction Co. (See Haverhill.
Mass.)
New Haven. Connecticut Co.:
Car steps, Lower, 966. 1011
Carhouse at Bridgeport. Conn., * 146
Catenary experiences with six different
types of construction. *1052: Com-
ment. 1051
Fare hearing. 1033. 1080
C.ns leases. 1256
New Tersev Public Utility Commission-
T-Tenrinff on rommutation rates, 443
Hearings on fares and transfers. 174, 207.
209. 1117, 1323
Hearing on f-stei" of accounts for all
nti'ities. 1206. 1250
Rate' for gas and electricity. Address on
rMcCarter], 535
New Orleans: . .
American Cities Co.. Organization, 94, 255
New Orleans: (Continued)
American Cities Railway & Light Co. :
Dividend, 63
Sale, to American Cities Co., 94
New Orleans Railway & Light Co., Merger
with American Cities Railway & Light
Co., 62
New South Wales Government Railways and
Tramways:
Annual report, 1177
Car, Standard, *13
Improvements in Sydney, "1146
New York Central & Hudson River R. R. :
Acquiring of stock of New York & Har-
lem R. R., 1294
New York waterfront tracks underground,
545
New York City:
Accident prevention campaign, 967
Accidents in May, 257
American Light & Traction Co., Earn
ings, 134
Brakes, Power, Hearings, 131, 196, 503
[Connette], c 919: 960, 1007, 1096
-Car steps. Height of. Hearing on, 196, 503
Central Park, North and East River R. R..
Foreclosure and sale, 1293
City Island R. R., Receivership, 1256
Electric Properties Co., Annual report, 63
Federal Light & Traction Co., Acquisitions,
964
Forty-second Street, Manhattanville & St.
Nicholas Avenue R. R.. Sale, 295, 1294
Freight terminal plans, 1216
Heating and ventilating cars, Hearing on,
1239
Hudson & Manhattan R. R.:
Fare increase, 1094, 1113, 1134, 1265,
1298
Forced draft system in power station,
1283
Newark extension. Steel cars, *274;
Notes. 1093
Traffic promotion work, *1090
Tunnel traffic statistics, 1090
Tunnels [Davies], 789
Interborough-Metropolitan Co.. Exchange
of stock. 63
Tnterborough Rapid Transit Co.:
Annual report, 473: Comment. 451
Bond issue, 511, 547. 1293
Comparison of operations with Brook-
lvn system, 643
Couplers, Automatic car and air. for
loii" trains. *1003
Depreciation accounts. 280
D'vhlend increase. 441
Fiev-'ed :
Eight car trains. Hearings on. 914,
999
Hearing on improvements. 542
Sprinkler svstem in open vard.
277
Employees receive Christmas money.
1296
Interl orough Bulletin. 513
Policy of bet'erments 472
Propnsa 1 to build new subwavs. 5"8.
1 45, 167. 218
Subway :
Passenger traffic, 1010
Side doors on local trains. Hear-
ing on, 320
Ventilating fans in cars, 257
Libraries. Technical. 539
Manhattan Bridge Three-Cent Line. Bond
issue, 256
Metropolitan Street Ry. :
Brief of Guaranty Trust Co. filed.
206
Car equipment instruction book. 166
Findings of special master, 441
Payment of claims, 1257
Receivership matters. 256. 1324
Reorganization. Cost of reproduction
and present value of physical
property, 240. 1078. 1165
Sale. 511
Pennsvlvania R. P.. New York tunne 1 ex-
' tension electrical features [Gibbs].
Discussion, 918
Public Service Commission:
Brakes, Hearings n. 131. 196. 503.
960. 1007. 1096
Brooklvn transfers. Hearings on, 208
Budget exhibit, *947
Car" steps. He ; ght of. Hearings on.
131. 196
Con^v Island fares, Hearings on. 174.
198; Comment, 181
Fight-car elevated trains. Hearings on.
^42. 914, 999
Heating and ventilating cars, Hearing
on, 1239
Toint rates ard through routes, 96.
103, 121, 279. 310: Comment. 266
Long Island R. R.. Hearing on fares
of. 114
Review of work of four vears. 1288
Side doors for local subway trains.
Hearing on. 320
Transfers. Hearings on. 96, 103. 121.
266. 279 310. 399. 468. 500. 957.
999. 1096. 1168, 1242
Rapid transit conditions 90, 129, 203, 365,
438
Republic Railway & Light Co., 62. 94. 1/2.
678 . . . ... „
Rowdvicvn and the "strong-arm brigades.
340
New York City: (Continued)
Second Avenue R. R. :
Instruction methods, *237; Comment,
216
Receivers' certificates, 678
Steinway tunnel, 507, 546, 962, 1289
Subways, New:
Proposal of Brooklyn Rapid Transit
Co., 58, 75, 167, 218
Proposal of Interborough Rapid Tran-
sit Co., 58, 145, 167, 218
Rea, of Pennsylvania R. R., counsels
caution, 292
Supreme Court refuses to restrain
work, 326
Terms of the proposals to build, 218
Work begun, 253, 1251
Susquehanna Raihvay, Light & Power Co.,
Dividend, 1327
Third Avenue R. R. :
Brake tests, Hand and air brakes,
543; [Stowe], clll8
Coasting clock savings, 1322
Gasoline electric car, Operating and
transportation statistics, 490;
Comment, 484
Reorganization, 73, 548, 1112, 1165;
1324; Comment, 1087
Storage battery cars, * 128
Third Avenue Bridge Co., 1257
Transfers, Hearings on, 96, 103, 121, 266,
279, 310, 399, 468, 500, 957, 999, 1096,
1168, 1216
Twenty-eighth & Twenty-ninth Streets
Crosstown Ry., Reorganization, 135,
548, 1178, 1257, 1292
Union Rv., Transfer, Multiple coupon,
*127
New York Edison Co., 20,000 kw turbo-gen-
erator, 1034
New York & Long Island Traction Co., Fare
reduction, 1011
New York, New Haven & Hartford R. R. :
Annual report, 887
Electrification at Boston, Protest, 59
Statement by C. S. Mellen, 506
New York & North Shore Traction Co. (See
Roslyn, N. Y.)
New York Railroad Club, Tool steel [Sulli-
van], 1062
New York State, Legislation, 92, 169
New York State Public Service Commission:
Hearing on proposal of Buffalo corpora-
tion. 431
Hearing on reorganization of International
Traction Co., of Buffalo, 910; Arnold
report, 911
Order to stencil and number poles, 1144,
1249
Report on transit conditions in Syra-
cuse, 428
New York State Rys. (See Rochester, N. Y.)
New York State Street Railway Association:
Accident prevention [McDougall], 1204;
Discussion, 1209
Air brake developments [Turner], *35
Annual convention, Entertainments and
banquet, 48; Proceedings, 51
Committee on joint use of poles, report,
*46, 1208; Discussion, 52; Comment.
144
Committee on passenger traffic, Report,
1240; Discussion, 1211
December meeting, 1207; Papers, 1201;
Comment, 1186: Banquet, 1211
Edison-Beach storage battery car [Beach],
43
Gasoline-electric cars [Potter], 41
Life of railway physical property [Ingle],
1205: [Bagg], 1205; Discussion, 1207
. Maintenance of way matters [Aldermanl.
42
Pay-as you-enter cars:
Advantages [Casey], 1201; Discussion,
1207
Operation, in Syracuse [Duffy]. 1202:
Discussion. 1207
President's address TPardeel, 40
Reduction of car failures [Barnes], *34
Report of committee on center-bearing rail
law, 52
Report of committee on interurban rules,
51, 53
Single-end vs. double end car operation
rHVksl. 45
Tariffs [Colt], 33
New York. Westchester & Boston Ry. :
Tlond issue, 256
C.irs. steel. *670
Progress. 204
Telephone train-disnatching system. 668
New Zealand street railways, 868
Nrwavk, N. J.: _ ' _
T.ife of railway nhysical property [Qugle].
Pub'''- Service Corporation:
Gas and electric ra f es [McCarter], 535
Notes. Payment of. 441
Office building, * 5 72
Organization and development, 566
Public Service Flectric Co., Power gen-
eration and distribution, *589
Public Service Rv.:
Accident claim department. 636
Accounting department, *627
Capitalization. 570
Carhouses. *587
Cars. *603
Family tree, showing lines that were
merged. 568
July — December, igi i .]
INDEX.
XI
Newark, N. J.:
Public Service Ry. : (Continued)
Fares and transters, Hearing on, 174,
1296
Ferries, *556, 557, 586
General description, "555
Map of system, 559
Mileage m large cities, 557
Multiple-unit train, Wiring of, *660
Officers, 571
Overhead construction, *594
Parks, *560
Passengers carried, 1904-1910, 556
Publicity department, 571
Purchasing and storeroom depart-
ments, *623
Revenues and expenses, 569
Rolling stock maintenance, *608'
Schedules, 561
Signals, *602
Social activities of employees, * 1 53 ;
Comment, 144
Terminals, *586
Track construction, *583
Traffic conditions, 557
Transfers, Order of Commission, 174,
368
Transportation department, 614
Wage increase, 1296
Wagon elevators, *556, 583
Way department, *576
-Rapid Transit Line. (See New York City,
Hudson & Manhattan R. R.)
Newburgh, N. Y., Orange County Traction
Co., Bond issue, 135
Newspaper service, Aurora. Elgin & Chicago
R. R., 227
Newton, Mass.. Fender tests, 919
Newtonville, Mass., Middlesex & Roston
Street Ry. :
Bond issue, 511, 1327
Fare hearing, 120
Noise reduction on Chicago elevated loop by
novel track construction, 469
Norristown, Pa., Montgomery County Rapid
Transit Co., Sale, 547, 1218
North Adams, Mass., Boston & Maine R. R..
Hoosac tunnel electrification:
General description. *6; Comment. 1
Locomotives, 11. *881
Power station and transmission line. *454
Northern Ohio Traction & Light Co. (See
Akron, Ohio)
Northern Texas Traction Co. (See Fort
Worth, Tex.)
Norway, Electrification studies, 659
Norwich (Conn.) & Westerly Ry., Sale. 63,
295
No-seat. (See Fares)
o
Oakland, Cal.:
Key Route basin improvements, 439
Oakland Rys., Note issue, 888
San Francisco, Oakland & San Jose Con-
solidated Ry.:
Power plant extension on San Fran-
cisco Bay, *846
Prepayment cars, * 1 62
— ; — Southern Pacific Co., Overhead construc-
tion, '900, *940; Comment, 898. 1019
Ocean Shore R. R. (See San Francisco)
Ohio Electric Ry. (See Cincinnati, Ohio)
Ohio Public Service Commission. Turisiliclion
of, 471 '
Ohio tax values, 253, 545
Ohio Valley Electric Rv. (See Huntington,
W. Va.)
Ohmmeter (Queen), *325
Oil engines:
Comparison with steam turbine [Dreyfus].
657
Crude-oil engines. Diesel tvpe (Atlas'),
*469
Oil tank car. Milwaukee, *538
Oklahoma City, Okla.:
Oklahoma Ry. Terminal Arcade [Mar-
tin],' *486
— -Oklahoma (Okla.) City Traction Co., Sin
gle-truck arch-roof cars, *924
Oklahoma Gas, Electric and Railway Associa-
tion, 914
Old Colony Street Ry. (See Boston, Bav
State Street Ry. : Boston & Northern")
Olean, N. Y., Western New York & Pennsyl-
vania Traction Co.. Field testing de
vice, 124
Omaha (Neb.) & Council Bluffs Ry. :
Bond issue, 94
Fare decision, 751
Increase in wages. 1258, 1298
Oneida (N. Y.) Rv., Freight and express traf-
fic, 282
Oneonta. N. Y., Otsego & Herkimer R. R..
Freight and express traffic, 282
Orange Countv Traction Co. (See Newburgh.
N. Y.)
Order holder. Illuminated, Aurora, Elgin X
Chicago R. R., 309. *310
Orders. fSee Train orders)
Organization diagrams:
Claim department. Public Service Ry., 636
r ine d"nartment. Public Service Rv., 594
Mcch-inical department. Public Service
Rv.. 608
Transportation department, Public Service
Ry.. 614
Organization diagrams: (Continued)
Way department, Public Service Ry., 576
Organization of electric division, West Jersey
& Seashore R. R., 21
Oshkosh, Wis., Wisconsin Electric Ry., Fare
increase, 1233; Comment, 1226
Oskaloosa (la.) Traction & Light Co., 1009
Otsego & Herkimer K. R. (See Oneonta,
N. Y.)
Overhead construction:
Anchoring trolley wire, 860
Brackets, Coating of, 126b
Chicago, Ottawa & Peoria Ry., "1308
Connecticut Co.. D. C. catenary experi
ences, "1052; Comment, 1051
Crossing of 11,000-volt and 600-volt wires.
North Adams, Mass., *11
Dessau-Bitterfeld Ry., *978, *1 145
Discussion at International Electrical Con-
gress at Turin, 1151
[Heyden], Discussion, 30
Hoosac tunnel electrification, *6, *454
Painting cross-arms, 859
Public Service Ry., *594
Pulling off curves, 859
Southern Pacific Co., *900, *940; Com-
ment, 898
Standard specifications, 704; Comment, 759
Standardization [ Sch'essinger] , 347; Dis-
cussion, 359
Voltage drop limits and measurements, 860
(See also Catenary construction: Trolley)
Owl service:
Boston, 1043
Chattanooga. Tenn., 1258
Buluth-Superior Traction Co., 549
Philadelphia, 137, 409 »
Portland, Ore., 1081
■ San Francisco, 1080
Waterloo, la., 1258
P
Pacific Electric Ry. (See Los Angeles, Cal.)
Package Agency, Electric, at Cleveland, 1320
Painting of buildings and structures, Report of
Engineering Association, *825
Painting of cars:
Chicago Rvs., 652
[Copp], 1191
Panama-Pacific International Exposition, 1114
Paris-Lyons-Mediterranean Ry.. Electric loco-
motive with permutators, *385; Com-
ment, 381
Parks of Public Service Ry., *560
Parlor car service:
Aurora, Elgin & Chicago R. R., 227
Illinois Traction System, *522; Comment,
521
Passenger record made by tabulating device,
Brooklyn Rapid Transit Co., *1269
Patchogue, L. I., Suffolk Traction Co., Storage-,
battery cars, *24 5
Paving :
Alongside of track, 862
Creosoted wood, in Chicago, 161
Public Service Ry., *5S4
Pay-roll forms. Public Service Ry., 633
Peak loads on electric railways in industrial
communities, 1227
Pen Argyl, Pa., Slate Belt Electric Street Rv .
1042
Pennsylvania-Jersey Traction Co. (See East on,
Pa.)
Pennsylvania R. R., New-ark extension. (See
New York City, Hudson & Manhattan
R. R.)
Pennsylvania Street Railway Association, Con
vention, *123S
Peoria, 111., Illinois Traction System:
Accounting methods, 1S4
Advertising matter [BuffeJ, 495
Annual report for 1910, Comment on, 485
-Block signals. Operating results, 398. 1287
Cars, *76, 706
Couplers, M. C. B„ *116
Inspection tour by railway men, 100(1
Merit system, 430
Parlor-car service, *522; Comment, 521
Passenser station at St. Louis, *656
Sigr.s:
Along right-of-way, 500
Terminal electric, at St. Louis, 478
Sleeping-car service, "522
Trip of office car from St. Louis to Cleve
land, 321, 358, *395
Venice power station, * 1 06
Perniutator locomotive. (See Locomotives,
Electric)
Philadelphia:
American Railways Co. :
Annual report, 677
Bond issue, 172, 367, 1177, 1326
Rapid Transit Co.:
Accident prevention campaign, 273
Accident statistics, 442
Annual meeting, 510
Annual report, 170
Car steps lower, 966
Cars:
Near-side, 164, *91 5, 1213. 1 23 _'
1275; Comment, 899
Steel, for elevated lines, *960
Co-operative wage plan and arbitration
scheme, Proposed, 393, 1329;
Comment, 378
Earnings for Tuly, November and five
months. 407, 1326
Philadelphia :
Rapid Transit Co.: (Continued)
Owl service on elevated lines, 137.
40'./
Trucks :
(Baldwin) single-motor, *666
Halsey, '201, *857
Wheel-guards, 409, 1043
— Tien ton, Bristol & Philadelphia Street Ry,,
Strike, 927
Union Traction Co., Annual meeting, 510
Philadelphia Co. (See Pittsburgh, Pa.)
Pine Bluff, Ark., Citizens Light & Transit Co.,
1218
Pinions:
Aurora, Elgin & Chicago R. R., 307
Cloth (G. E.), 672
Standard taper for, 850; Discussion, 867
Piping installations. Improving drawings of,
1137
Pittsburgh, Pa.:
Philadelphia Co., Bond matters, 256, 1078
Pittsburgh Rys., Electric welding, 1059
Pittsburgh, McKeesport it Westmoreland
ivy. (See McKeesport, Pa.)
Power brake ordinance, 169, 204
Subway report, 129U
West Penn Traction Co., Purchase, 135
Pittstield, Mass., Berkshire Street Ry. :
Ejectment case, 1282
Stock issue, 547, 964
Platforms, (See Car platforms)
Point Shirley Street Ry. (See WiuUirop,
Mass.)
Pole-preserving machine ( li. & E.), *544
Poles :
Concrete and cedar, Comparative cost,
704; Discussion, 699
Joint use oi, Report of New York Stale
Street Railway Association, *46, 1208;
Discussion, 52; Comment, 144
Joint use of, Standard form of agree-
ment, 144
— —Numbering and stenciling of, in New York
State, 1144, 1249
Purchases in 1910, Census report, 537
Reinforcing of, by Indiana Union Trac-
tion Co., 468
-Tubular, Public Service Ry., *600
Portland (Me.) it Brunswick Street Ry. (See
Freeport, Me.)
Portland (Me.) Grey & Lewiston Ry. (See
Lewiston, Me.)
Portland (Ore.) Railway, Light & Power Co.:
Building, for warehouse and clubhouse,
319, 331
Fare decision, 1126
Franchise application, 1007, 1252
Owl service, 1081
Power plant, 865
Publicity campaign, 59
Transfers used to secure co-operation ol
passengers, 408
Two-car train operation [Franklin], 839;
Discussion, 809
Porto Rico Rys., Dividend, 547
Pottsville, Pa., Wage increase, 65
Power, Rural sale of, Uirora, Elgin & Chica
go R. R., 310
Power consumption:
Interurban cars, Detroit United Ry., "I094;.
Illinois Traction System, *522
City and interurban cars, Wisconsin Rail
road Commission's investigation, 195
Saving in, by use of coasting time record-
ers, Tests on Chicago Rys., *1192;
Comment, 1186
Single-phase cars with trailers, Mil wan
kee, 1144
Power distribution:
Aurora, Elgin & Chicago R. R., *270
Report of American Electric Railway En
gineering Association, 704; Discus
sion, 698; Comment, 759
Power station practice:
Boilers, Efficiency of large sizes, 1213,
Comment, 1187
Burning coal wet, 863
— —Cleaning air for ventilation, 863
—Drawings of piping, Improving, 1137
Fire protection methods, *640
Forced draft system, Hudson & Man hat
tan R. R., 1283
Improving old plants, 380
Load dispatching, Public Service Ry., 593
Load' distribution, Boston Elevated Rv.,
1316
Prime movers for central stations [Drey-
fus], *657
Report of American Electric Railway En-
gineering Association, *7S1; Discus
sion, 768; Comment, 760, 798
Power stations:
Aurora, Elgin & Chicago R. R., *268
Lighting business, 309
Berne, Switzerland, 18
Boston Elevated Ry., *1315
Denver City Tramway Co., Extensions.
MISS
Dessau-Bitterfeld Ry., *978
Hoosac Tunnel electrification, *454
New South Wales Tramways, at Ultimo
*1146
Output and cost, West Jersey & Seashore
R. R. I Wood], 20
Portland Railway, Light & Power Co
865
Providence, R. I., Rhode Island Co.
[Bronsdonl, *488, inset
XII
INDEX.
[Vol. XXXVIII.
Power stations: (Continued)
Public Service Electric Co., *5S9
Salt Lake City, *985
— San Francisco, Oakland & San Jose Con-
solidated Ry., Extensions, *'84b
Venice, 111., Illinois Traction System.
*106
Worcester Consolidated Street Ry., "342
Power transmission, High tension, Comment
on papers of A. I. E. E., 182
Preservative treatment. (See Timber preser-
vation)
Prime movers for central stations [Dreyfus],
*657
(See also Power stations)
Printing shop, Milwaukee Electric Railway X
Light Co., 1023
Providence, R. I. :
— ■ — Investigation of surface railway condi-
tions, Arnold report, 315
Rhode Island Co.:
Fare collection and registration, 1321
Power plant extension [Bronsdon],
*488, inset
Prussian-Hessian State Ry.:
Laying 60,000-voIt cable, *1097
Reasons for choice of 16% cycles, 1025
— ■ — (See also Dessau-Bitterfeld Ry.)
Public relations:
American Electric Railway Association re-
port, 812
Functions of the engineer, 217
Portland, Ore., 59
Publicity for electric railways, 845
Public service commissions, Regulation of capi-
talization, 1027
(See also names of states)
Public Service Company of Northern Illinois.
(See Chicago)
Public Service Corporation of JSlew Jersey.
(See Newark, _N. J.)
Public service corporations:
Federal control. Report of American Elec-
tric Railway Association, 812
Gas and electric rates [McCarter], 535
Going value of public utilities IFowleJ,
1115
International Municipal Congress, Discus-
sion of public utilities, 541
— —Regulation by commission [Brady], 724;
1027
Report of National Civic Federation on
regulation, 320
■ State control [McGovern], 497; Comment,
483
Publicity :
— ■ — Advantages [Van Zandt], 25
[Arkwright], 729
[Brady], 726; Comments, 7.17, 845
Factor in electric railroading [Rockwell],
1105
[McGraw], 727
Publicity departments:
Public Service Corporation, 571
Work of [Breckinridge], 494; [Bufife],
495
Puebla (Mex.) Tramway, Light & Power Co.,
Bond issue, 256
Pueblo, Col.:
Arkansas Yallev Railway, Light & Power
Co., Incorporation, 1181, 1218
Pueblo & Suburban Traction & Lighting
Co., Control, 63
Puget Sound Electric Ry. (See Tacoma,
Wash.)
Purchasing department, Public Service Rv .
623
Q
Quarry of Public Service Ry., * 58 1
Quebec Railway, Light & Power Co., 929, 1327
Question box. (See American Electric Rail-
way Engineering Association)
R
Rail benders:
Portable ( Watson- Stillman), *581
Stationary (Long & Allstatter), *581
Rail bonding, Inspection and tests, 862
Rail bonds, Aurora, Elgin & Chicago R. R..
*223
Rail corrugation, New theorv of cause of
[Pellissier], *528, c'701; Comment,
520
Rail grinder (Kerwin-Detroit) , *322, *581
Rail grinding. Cost of, 862
Rail joints. Public Service Ry., *584
Railroad Securities Commission, Report of,
1246; Comment. 1225. 1267
Railroad with spiral shaft for subways. Pro-
posed, 492
Rails:
Center-bearing rail law in New York State,
5.-
Nickel-steel, in Rochester, 801
Production of, in 1910, 394
Report of Engineering Association, 828;
Discussion. 805
Romapac, in Chicago and elsewhere, *505,
*1286
Railway & Light Securities Co. (See Boston)
Railway Signal Association, Convention, 848,
1001; Signaling committee, 1321
Ramp for car platforms, Kansas City, Mo.,
*1004
Rates, Electric railway. (See Fares: Through
routes and joint rates)
Rates, Gas and electric [McCarter], 535
Reactance for track circuit, Automatic (G. R.
S. Co.), *1120
Record forms. (See Blanks and forms.)
Registers, Coin, for prepayment cars (Inter-
national), *671
Repair shop practice:
Armature shaft welding, 377, *338,
[Cuntz], c*504
Car failure records, 379
Car horse, Denver, *422
— ■ — Chuck for boring bearings, *160
Control equipment, Overhauling, 1087
Field coil repair economy, 286
— — Fire hazards in old shops, Decreasing, 416
Gear fit pressures, 864
Inspection methods [Barnes], *34
— Minor conveniences in the shop, 453
Motors, Direct-connected, at Salt Lake
City, 958; Comment, 898
■ Piecework svstem. Public Service Ry.,
610
Removing steel wheels, 865
Removing trucks from cars, 863
Snow-melter, South Bend., Ind., 422
Stock distribution in carhouses, 105
Tool steel, Treatment of [Sullivan], 1062
Welding broken armature shafts without
removal, San Francisco, *388; Com-
ment. 377
Welding. Electric. Pittsburgh Rys., 1059
Repair shops:
Aurora, Elgin & Chicago R. R„ *307
Boston & Maine R. R., Hoosac tunnel, 12
Bridgeport, Conn.. * 1 46
— — Ottawa, 111., *1312
Public Service Ry., *608
Rockford, 111., *382
Republic Railway & Light Co. (See New York
City)
Restaurants. (See Employees)
Return-circuit system. Public Service Rv., *596
Rheostat. Water. 2000-kw. Salt Lake City
power station, 989
Rhode Island Co. (See Providence, R. I.)
Rhoetian Ry.. Swit7erland, Electrification. 31
Richmond. Va. :
Richmond & Henrico Electric Ry. :
Single-motor truck (Baldwin), *666
Suits against, 330
Virginia Railway & Power Co.:
Annual report, 1076
Award of arbitrators on joint use of
track, 158
Dividend. 678
Merger with Norfolk & Portsmouth
Traction Co.. 64
Purchases. 408
Reduced insurance rates, 998
Sale of Seven Pines line, 1257
Rio de Janeiro Tramway. Light & Power Co.,
Increase of capital. 1257
Riverside Traction Co. (See Camden, N. J.)
Rochester. N. Y. :
— — Buffalo, Lockport & Rochester Ry., Fare
complaint dismissed, 512
New York State Rys.:
Agreement with employees, 1329
Complaint department. New-. 1272;
Comment. 1266
Freight and exnress traffic. *281
Nickel-steel rails. 801
Single-end vs. double-end car opera-
tion [Hicksl. 45
Stock issue, 1327
Rochester Railway & Light Co., Bond is-
sue, 1078
Rochester. Syracuse &• Eastern R. R. (See
Syracuse, N. Y.)
Rockford (111.) & Tnterurban Ry. :
Aviation meet. 363
Fare reduction. 96
Repair <diops. *382
Rome (Ga.) Railway & Light Co., Dividend,
1327
Roof. (See Car roof)
Roof covering for repair c hons. Milwaukee. 825
Roslyn, N. Y.. New York & North Shore Trac-
tion Co., Issue of stocks and bonds.
1178
Rowdyism on electric cars or subwav trains,
340
Rules for citv railways. Transportation &
Traffic' Association. Report on, 788;
Di=cus=ion, 764
Rules for employees of way denartment.^ En-
gineering Association report. Discus-
sion. 806
Rules for interurban railways:
American Electric Railway Transportation
& Traffic Association. Report. 753;
Discussion, 736; Comment, 2, 760
New York State Street Railway Associa-
' tion, Report of committee, 51. 53
Rural sale of power. (See Power. Rural sale
of)
Rush hour problem. Relation of employees
working hours to. 1227
s
St. Augustine, Fla., St. Tohns Light & Power
Co., Sale, 511, 929. 1327
St. Tohns Light & Power Co. (See St. Augus-
tine. Fla.)
St. Louis, Mo.:
Electrification, Report of Civic Commit-
tee. 92
St. Louis, Mo.: (Continued)
National Light & Power Co., Incorpora-
tion, 965
St. Louis & San Francisco R. R., Gas-
electric cars, * 1 63, *287
Terminal station, Illinois Traction Sys-
tem, *656
United Rys.:
Bond issue, 295
Electric" shovel for track trench ex-
cavation, * 1 17 1
Essay awards to employees, 476
Flooring, Sanitary car, *321
Transfer system, Report on, 1258
Salisbury (N. C.) & Spencer Ry., 1042; Stor-
age battery cars, 43
Salt Lake City, Utah:
Salt Lake & Ogden Ry., Bond issue, 678
Utah Light & Ry. Co.:
Motors, Direct-connected shop, 958;
Comment, 858
Power station, *985
Sign for yard tracks, "956
Wheel grinders, *873
San Joaquin Valley Electric Ry. (See Stock-
ton, Cal.)
San Francisco, Cal. :
California Midland R. R., Bond issue.
678
-Municipal railway project, 293, 365, 1007
No-seat-no-fare ordinance, 65
Ocean Shore R. R. :
Bond issue, 1257
Incorporation, 1009
San Francisco, Oakland & San Tose Ry.
(See Oakland, Cal.)
San Francisco, Vallejo & Napa Valley Ry.
(See Napa, Cal.)
United Properties Co., Improvements 438
United R. R. :
Owl service, 1080
Welding broken armature shafts with-
out removal, *388; Comment, 377
Sand dryer, Public Service Ry., 580
Sanded tracks in sidings for car retardation,
Efficiency of. [Kopcke], *397
Sao Paulo (Brazil) Tramway, Light & Power
Co., 678
Sault Ste. Marie, Mich.. Lake Superior Cor-
poration, 888
Sault Ste. Marie, Ont., International Transit
Co., Bond sale, 441
Savannah (Ga.) Electric Co.:
Flat-arch roof prepayment cars, * 1 284
Service order, 1259, 1296
Schedules:
Economy in construction, 2
Investigation of. 73
Public Service Ry.. Newark, N. J., 561
— — Report of Transportation & Traffic A-so-
ciation, 835; Discussion, 808
Setting back cars, 416
Schenectady (N. Y.) Ry. :
—Freight and expre c s traffic, 283
Strike. 962
School fares in New Tersey. 95
School teachers. Reduced tickets for, is dis-
crimination in New Jersey, 332
Scientific management. (See Efficiency engi-
neering)
Scioto YMlev Traction Co. (See Columbus,
Ohio)
Scranton (Pa.) Ry., Bond sale, 1327
Scrapers. (See Track scrapers)
Seating capacity of cars, Computing, 851
Seattle, Wash.:
Municipal railroads. Bonds to be sold for,
440
Seattle Electric Co., Ticket ordinance,
1011. 1079
Seattle. Renton & Southern Electric Ry. :
Officers and directors, 330
Phvsical value, 61; Sale to city, 132,
508. 546
Transfer decision, 408, 477
Seattle (Wash.) Electric Club, Uses of an ap-
praisal [Gillette], 948
Securities. Equipment trust [Brockway], 82;
Comment, 74
Securities, Report on. (See Railroad Securities
Commisssion)
Sedalia (MoA Light S: Traction Co.:
Bonds. 888
Foreclosure. 135
Set-back car problem. 416
Shaft drive for subway trains, 492
Shelter stations. (See Wai*in<* stations)
Sherbrooke (Que.) Railway & Power Co.. Bond
i=sue. 442
Shovel, Electric, for trench excavation, St.
Louis, *1171
Side bearing, Anti-friction (Stucki). *362
Signals:
Aurora. Elgin St Chicago R. R.. 225
Automatic stons. T^ocation of. *746: Com-
ment, 717
Block svstem:
Ft. Dodee. Des Moines & Southern
R. R.. 1056, 1250
Illinois Traction Svstem, Operating
results, 398, 1287
Report of joint committee of Engi-
neering and Transportation &
Traffic Associations, 742; Dis-
cussion, 735; Comment, 718
Rochester, Syracuse & Eastern R. R.,
122
Tests in Indiana, 161
Improvements in (Nachod), 1001
July — December, 191 1.]
INDEX.
XIII
.Signals: (Continued)
Indianapolis & Cincinnati Traction Co.,
Simmen signals, 1034
Precautions in operation of system, 215
Public Service Ry., *602
Selectively operated semaphore ami tele-
phone system (Western Electric), *85
Track trips for signaling on interurban
roads [ArkenburghJ, 541
Signs, Advertising on right-of-way, Illinois
Traction System, 500
Signs, Car:
Aurora, Elgin & Chicago R. II., *309
Pliiladel[)hia near-side car, *916
Sign, Terminal electric, St. Louis passenger
station, 478
Signs, Track:
. Chicago, Ottawa & Peoria Ry., *U09
Illuminated, Salt Lake City, *956
Single-phase apparatus, New parents on, 1120
Single-phase railways:
Dessau-Bitterfeld Ry., Power and trans-
mission methods, 1 *978, *1097, *1145;
Comment, 974
lloosac tunnel, "6; Power station and
transmission line, *454; Comment, 1;
Locomotive, "881
-Locomotive data, 957
Loetschberg Ry., Switzerland, Locomotive,
*190
Midi Ry., Locomotives, *647
Martigny, Switzerland, Deri motor, *235
Single-phase versus direct-current inter
urban lines of the Milwaukee system,
Comparative data [Rau and Mullett],
'1138; Comment, 1135
■ -Single-phase versus three-phase for heavy
electric traction [Calzolari], 1147;
Comment, 1136
Spiez-Frutigen Ry., *644
Switzerland, 266
Slate Belt Electric Street Ry. (See Pen
Argyl, Pa.)
Sleeping-car service, Illinois Traction System,
*522
Sleet shoes for third-rail, Aurora, Elgin &
Chicago R. R., 308
Smoke abatement in Chicago, Investigation,
1164
Snow melter, Home-made, South Bend. Ind..
422
Soap for car washing (Davies), 669
South Bend. Ind., Chicago, South Bend &
Northern Indiana Ry., Home-made
snow melter, 422.
Southern Pacific Co. (See Oakland, Cal.) r
Spain, Barcelona, Statistics of railway, 425
Special track work. (See Track construction)
Spiez-Frutigen Ry. (See Switzerland"!
Springfield, 111.:
Springfield Consolidated Ry., Leases. 64
Mississippi Vallev Interurban Ry.. Receiv-
ership, 551, "1327
Union Railwav, Gas & Electric Co., Bond
sale, 408
Springfield. Mass., New England Security &
Investment Co., To sell holdings. 1255
Springfield (Ohio) & Xenia Ry., Dividend. 678
Springfield (Ohio) & Washington Ry. (See
Washington C. H., Ohio)
Sprinklers. (See Fire protection')
Standard Gas & Electric Co. (See Chicago)
Standardization :
Central Electric Railway Association com-
mittee, Report, *31
Couplers considered by Engineering As-
sociation committee. 117; Comment,
104 ...
Engineering Association committee. Action
on standards. 909, 997, 1031
Engineering Association, Report. *850;
Discussion, 867
Rules of procedure of committee or, stand-
ards of the Engineering Association.
849; Comment, 843
Stations. Passenger. (See Terminal stations;
Waiting stations)
Statistics:
\ccidents on electric railways for year.
1080
Accidents, Germany. 391
Accidents, Philadelphia, 442
Alte'-'iatin" versus direct-current systems,
Milwaukee. 1138
Australian street railways, 868
— — Barcelona, Spain, railways, 425
Brooklyn Bridge passenger traffic. 67°
Buenos Aires railways, 239
Capitalization, cars and track in 1910.
311: Comment. 303
Cost of materials. Government bulletin,
241
Detentions to train service, \\ est Jersey
& Seashore R. R.. 20
Earnings of different classes of properties.
Doherty charts, 1320
F.arnings per capita in Providence. R, I..
31S
Farnings of Ohio roads. 1077
Earnings of six Stone & Webster proper-
ties, 1304
Energy consumption of one and two-car
trains, Illinois Traction System, 527
Fares collected by surface railways in New
York Citv. 121
Gasoline-electric ear operating and trans-
portation statistics. New York City.
490
German street railways for 1909, 868
Joint rate passengers in New York City,
121
Statistics: (Continued)
Locomotives. Single-phase, 957
Manufacture of electrical machinery, 427
Mileage, cars and capitalization for ten
years, 314
Mileage per day per unit of equipment,
Brooklyn Rapid Transit Co., 1268
New York City, Transfer data, 1243
New Zealand street railways, 868
Operating features of two third-rail roads,
Comparison, 304
Operation of cars with coasting time re-
corders, Chicago Rys., 1194
Paris, Metropolitan Ry., Passengers car-
ried, 189
Passengers carried, Hudson Tunnel, 1090
Passenger traffic in New York subway,
1010
Passenger statistics of steam railroads,
1157
Power consumption of interurban cars,
Detroit United Ry„ 1095
Power consumption of single-phase cars
with trailers, Milwaukee, 1144; Illinois
Traction System, * 522
Power generation and distribution, West
Jersey & Seashore R. R-, 20
Rail production, 394
Revenue and transfer passengers. Public
Service Ry., 556
Single-deck vs. double-deck cars in Eu-
rope [Hoogwinkel], 199
Single-end vs. double-end car operation
[Hicks], 45
Single-phase locomotives, 957
Steam railroads in 1910. 202
Switzerland, 1144
Tasmanian street railings, 868
Ties purchased, Census report, 400
Value of electric railway properties in
Washington and Wisconsin, 365
Value of engineering statistics on small
systems, 974
Vienna Tramways, 236
Steam flow meter, *781
Steel, Tool, Treatment of [Sullivan], 1062
Steps. (See Car steps)
Sterling, Dixon & Eastern Electric Ry. (See
Dixon, 111.)
Stock keeping. (See Storerooms)
Stockton, Cal., San Joaquin Valley Electric
Ry., Bond issue, 330
Stops, Automatic train. Location of, Report of
American Electric Railway Engineer-
ing Association, *747: Comment. 717
Stops of street cars:
Near-side :
East St. Louis, 111., 1011
Milwaukee. 431
Odd and even stops. Kansas City, 730
Storage batterv cars:
Edison-Beach [Beach]. 43: Discussion, 52
(Federal). Muskogee, Okla.. *32< l
Germany, 1166
Performance of, Suffolk Traction Co..
*245
Possible investigation of. 802
Suffolk Traction Co., *245
Third Avenue. New York, *128
Storerooms:
Accounting and stock keeping methods.
Mobile Light & Railroad Co. [Glover],
♦423
Public Service Ry., *623
Streator, 111., Illinois Vallev Gas & Electric
Co., Merger. 206
Strikes:
Arbitration in, 267
Coney Island & Brooklyn R. R.. 284. 328,
1057: Comment. 267, 1050
Copenhagen. 990
Pes Mo-'nes (la.) Citv Rv.. 284, 320. 406.
[Snyder]. *1060: Comment. 267, 1050
Glasgow, Scotland, 378
Mexico City, 132
Responsibility of organized labor — the Mc-
Namara case, 1185
Scher.ectady Ry.. 962
Spartanburg. S. C 676
Texarkana, Tex., 1312
Trenton, N. J., 168. 208
-Trenton Bristol & Philadelphia Street Ry.,
676, 927
Substations:
\urora, Elgin & Chicago R. R.. *271
Boston Elevated Ry.. *1317
Brookline, "Mass.. Boston Elevated Ry.,
398 _,.
Brooklyn Rapid Transit Svstem. Thirty-
eighth Street. * 1 228 : Comment. 1226
Chicago. Ottawa & Peoria Ry.. "1309
Economies in. 339
Fire hazard in, 379
Kansas City. Mo.. *957
Milwaukee interurban lines. *1139, *1141,
♦1143, 1144
Operation [Cochran], 1099
Operating and maintenance costs. \\ est
Tersey & Seashore P. R. [Wood], 20
Public Service Electric Co., *591
Worcester Consolidated Street Ry.. *344
Subwavs. (See names of cities)
Suffolk Traction Co. (See Patchogue, L. I.)
Summer problems, 104
Surface contact railwav system. Simplex [Hip-
pie], *1238 _ _
Susquehanna Railway, Light & Power Co.
(See New York City)
Switchboards: . . *i->m
Brooklyn Rapid Transit substation, 123U
Switchboards: (Continued)
Train dispatcher's (Lafayette), * 164
Zylonite, Mass., power station, *460
Swutches:
Oil (General Electric), "1035
Track, Los Angeles, "771
Switzerland: „
Electrificalion of railways [HuberJ, Com-
ment, 266
Loetschberg Ry.. Single-phase locomotive,
*190
Martigny single-phase railway, Deri motor,
*235
Spiez-Frutigen Ry., Motor cars 644
Statistics of electric railways, 1144
Sydney, N. S. W. (See New South Wales)
Syracuse, N. Y.:
Rapid Transit Ry. : . _
Investigation by Public Service Com-
mission, 1174 ,
Pay-as-you-enter cars, Operation ot
[Duffy], 1202; Discussion, 120/
Report on transit conditions [BarnesJ,
428 j ,„ e
Sale of stock proposed, „ .
Rochester, Syracuse & Eastern R. K- ■
Block signals, 122
Freight and express service, 477
Syracuse; Lake Shore & Northern R. R--
Fare increase, 1127
Stock increase. 408
Syracuse & South Bay R. R-, Fare re-
duction, 173
Tabulating device used in counts of Jg-gT
gers, Brooklyn Rapid transit <~o.,
♦1269
Tacoma, Wash., Discussion on medical testi-
monv in accidents, 663
Tacoma. Wash., Puget Sound Electric Ry. -
Caboose car, *837
Fares reduced, 549, 929
Hoops for train orders, /H
Taeonv Pa.. Frankford, Tacony & Holmesburg
Street Ry., Roller bearings on subur-
ban cars, 669
Tampa, Fla. : .
Tampa Electric Ry.:
Dividend, 330, 1009
Stock increase, 1257
Tampa & Sulphur Springs Traction Co.,
Receivership. 256 .
Tantalum lamps on cars. Results of year s ob-
servation, Chicago Rys., 501
Tariffs, Report of New. York State Street
Railway Association. 1240
(See also Fares; Through routes and joint
Tasmania? Statistics of street railways 8 68
Taunton (Mass.) & Pawtucket Street K>„
Hearing on fares, 152
Tax values:
Ohio, 253. 545 _
Wisconsin, 1215
Taxation: .
Governor Dix on, 13U
Z=ReP°o'rt 2S o 3 f American Electric Railway As-
sociation, 827
i^WJJf in Chicago, Campaign
against, 182, 207
Telephone apparatus, Developments (Western
Electric). 1284 .
Telephone protector for outdoor service (West-
V ern Electric), *288 .
Telephone train dispatching. (See Dispatch-
ing trains)
Terminal stations and terminals:
Chicago, Illinois Central changes, 1251
Cleveland interurban. 506 xwarW
—Hudson & Manhattan R. R-, Newark,
N. I., *1093 . • .
Oklahoma City, Okla.. Terminal Arcade
[Martin], *486
Problems. 938
Public Service Ry., *S86
Report of Engineering Association on
buildings and structures, 820; Dis-
cussion, 803 .
St Louis, Illinois Traction System, 656
(See also Waiting stations)
Terre Haute, Indianapolis & Eastern Traction
Co (See Indianapolis, Ind.) .
Testing device for motor fields, Olean, N . Y..
Texarkana" (Tex.) Gas & Electric Co. :
Single-truck arch-roof cars, 363
Strike, 1312
Texas public service corporations, Investiga-
tion of operation, .439
Thermostat for car heating (Consolidated),
*669 . _
Third-rail clearances. Report of Engineering
Association, *746; Discussion, 734
Third-rail roads:
Aurora, Elgin & Chicago R. R., 222, 2/2
Comparison of operating features, 304
Three-phase versus single-phase for heavy elec-
tric railways [Calzolari], 1147; Com-
ment. 1136
Through cars. Possibilities in the operation 01,
417
XIV
INDEX.
[Vol. XXXVI II.
Through routes and joint rates in New York
City, Hearings, 96, 103, 121, 266, 279,
310, 399, 46S, 500, 957, 999, 1096,
2 J6S
Ticket frauds in Cleveland, 962
Tickets :
Louisville, Ky., 296
— Public Service Ky., *635
Six for 25 cents, Wilmington, Del., 1006
Sleeping and parlor-car service, Illinois
Traction System, *525, *527
Workmen's hook tickets, Athol, .Mass., 409
Ties:
C ensus statistics, 400
Creosoted, Brooklyn, 345
Reinforced concrete (Weber), *198
— ; — (See also Track construction)
Timber preservation:
Advantages of treated timber [Winslow],
Discussion, 30
Co-operative treatment plants, Possibilities
of, 183
Creosoted ties in Brooklyn, 345
Painting cross-arms, 859
Public Service Ry., *580
Timetables :
Albany Southern R. R., 123
Report of Transportation \- Traffic Asso-
ciation. 835; Discussioi-, 808
Toledo :
Municipal ownership. Mayor Whitlock on,
203
— Toledo, Ann Arbor & Jackson R. R., In-
corporation and plans, 1042, 1178
Toledo & Indiana R. R., 'I ransfer of
property, 95
— Toledo Railways & Light Co.:
Appraisal, 59, 131, 168, 253
Fare ordinance, 507
Fares, Investigation, 886
Field coil repair economy, 286
Franchise negotiations, 251, 2y2, 365,
405, 471 [Lang], 775
Franchise settlement proposal sub-
mitted to city, 1247, 1288
Rental proposal rejected, 438
Work and line car, *1070
Toronto, Ont. :
Municipal lines in suburbs proposed, 91
Toronto Street Ry, j
Merger, 295
Stock increase, 172, 3o7
Subway plans, 1215. 1253
Tower wagon. Gasoline, Milwaukee, '770
Track, Derailing, (See Sanded tracks)
Track construction:
Aurora, Elgin & Chicago R. R., 222
Ballast stone quarry, Public Service Ry.,
•581
Berlin subway, 232
Buffalo, International Ry.. 1029
Buffalo & Lake Erie Traction Co. I Alder-
man]. 42
Chicago elevated loop. Noise reduction,
469
Chicago, Ottawa & Peoria Ry., *1308
Crossover. Portable (Cleveland). *1004
Curve elevation in paved streets, 862
Electric shovel, St. Louis, *1171
German report, 997
-Great P.ritain, 738
Protecting rails against corrosion. S62
Public Service Ry., *583
Report of Engineering Association, 828;
Discussion, 805
Sanded track, *397
— ■ — Special work:
Foundations, 863
I os Angeles carhouse, *772
Public Service Ry., *585
• Sprinkling with oil, 863
Statistics for 1910, 311; Comment, 303
(See also Ties; Way department)
Track renewals. A time "factor for. 415
Track scrapers. Pneumatic (Root), *56
Trackless trolleys in England, * 1 5 5
Traffic department, Relations with accounting
department [Neereamer], 127S
Traffic promotion:
Advertising posters, London Underground
Klectric Ry„ *387
Albany Southern R. R., *54
— ■ — IRreckinrid.ee], 494
Detroit United Ry. [Keys], 354
Fall and winter, 377
Hudson & Manhattan R. R., *1090
[Xorviel], 1107
Public Service Ry., 557
Report of committee of American Klectric
Railway Transportation &- Tralic As-
sociation, 702; Discussion, 697; Com-
ment. 685
Tourist traffic, Stimulating. 973
(See also Advertising)
Trailer cars. (See Cars. Trailer; Train opera-
tion)
Train dispatching. (See Dispatching trains)
Train operation:
Energy consumption. Illinois Traction Sys-
tem, 527
Indianapolis, Crawfordsville & Western
Traction Co., *530
Trailer operation, Capacitv of motors for,
939
Trailer operation versus multiple-unit
trains [Rensbaw], 350: Discussion,
359
Train orders. Hoops for delivering. Puget
Sound Electric Ry.. * 1 1 4
Transfers:
Albany, X. V., New form, 550
— Discussion in England [Shepherd], 199
— Louisville, Ky., Three-coupon transfer,
MOO
— Multiple coupon. Union Ry.. New York,
*127
New Jersey order upheld, 1323
— .\ew York City, Hearings, 96, 103, 121,
266, 279, 310, 399, 468, 500, 957, 999,
1096, 1168, 1216, 1242
Portland. Ore., L T se to secure co-operation
of passengers, 40K
— Public Service Ry., 3t8, *628
Report of Transportation & Traffic Asso-
ciation, 832; Discussion, 807; Com-
ment, 797
— Seattle, Wash., Complications, 408, 477
Washington, D. C, 44.t
Transformers:
(General Electric) 750,000-volt testing,
♦401
Spiez Frutiren motor cars, *646
Statistics of manufacture, 427
Transmission lines:
—Aurora, Elgin & Chicago R. R., 271
Boston Elevated Rv., Alternating current,
1318; Comment, 1304
Cost of maintenance. West Jersey & Sea-
shore R. R. | W ood], 20
Crossing of, *945, 1088
-Dessau-Bitterfeld Ky., *978
Developments in the transmission of elec-
tric power, 484
Electric strength of air [Whitehead], Com-
ment. 4
High-tensicn line construction, 641
High voltage and the fire hazard, 379
High-voltage transmission. Papers at
American Institute of Electrical En-
gineers' convention, Comment, 4
Moosac Tunnel electrification. *454
Laying 60,000-volt cable, Prussian-Hes
sian Street Ry., * 1097
Problems, 182
Public Service Electric Co., *591
Southern Pacific Co., *900, *940
-Span computation I Robinson], [Thomas],
Comment, 4
Suspension insulators [Austin], Comment,
4
Worcester Consolidated Street Ry., 344
Transportation rules am] regulations, Report
of New York State Street Railway
committee, 1240
Tread. Safetv, Alundum -steel, called "Fera-
lun." 883
Trenton, X. L:
-New Jersev & Pennsylvania Traction Co.,
Strike.' 168. 208
Trenton. Bristol \- Philadelpia Street Ry.
(See Philadelphia)
Trenton X- Mercer County Traction Cor-
poration :
Fare hearing. 96. 1117, 1265
Stock increase, 1042
Trenton Street Ry.. P.ond sale. 54S
Trestles. (See Bridges)
Tri-City Railway & l ight Co. (See Daven-
port, la.)
Trinidad. Col., Colorado Railway. Light &•
Power Co.. Sale. 295
Trip of office car of Illinois Traction System
from St. Louis to Cleveland. 321, 358,
*395
Trollev base:
Milwaukee high-voltage cars. * 1 1 40
Roller bearing (Trolley Suonlv), *166
Trolley ear frog. Replaceable (Gilbert), 435
Trollev ears:
Aligning (Ohio Brass), *125
(General Electric), *325
Trolley harp (Ohio Brass), *125
Trolley wire, Recommendation for standard
grooved. 704
Trollev wire lift device, Bridgeport carhouse,
♦148
Trucks:
Chicago Rys.. Arch-roof car. 652
Design of, Renort of Engineering Asso-
ciation. *S56
Gasol'ne car, Dutch West Indies. *673
Gasoline car (R. M. C. C). *668
(Halsey) radial. *201, *857
Light weight. 116
Light weight, Report of Engineering As-
sociation, 857
New South Wales, *15
Newark extension cars, Hudson tunnels,
*275
Non-narallel axle (Warner). Kankakee,
111., *127
Philadelphia Rapid Transit Co. (Baldwin).
single-motor. *666
Public Service Ry., Standards, 604
Richmond &• Henrico Electric Rv. (Bald-
win), single-motor, *666
Side-rod, Cincinnati, *502
Spiez-Frutigen Rv.. *W5
Storage-battery cars, New York, *128
Turbines. Steam:
Comparison with gas and oil engines
[Dreyfus], 657
Low-pressure. Aurora. Elgin & Chicago
R. R., *268
— — T ow-pressure [Fairbanks], 31
Providence, R. I., Rhode Island Co.
[Bronsdon]. 488
-(Sulzer), *1 169
Turbines, Steam: (Continued)
(See also Power station practice)
Twin City Traction Co. (See Dennison, Ohio)
Twin City Rapid Transit Co. (See Minne-
apolis)
u
Uniforms, Pacific Electric Ry., 174
L : nion Railway, Gas & Electric Co. (See
Springfield, 111.)
United Properties Company of California.
(See San Francisco)
United Rys. (See St. Louis)
United Railways & Electric Co. (See Balti-
more)
United Rys. of San Francisco. (See San
Francisco)
United Traction Co. (See Albany, N. Y..)
Upper Hudson Electric & Railroad Co. (See
Catskill, N. Y.)
Utica (N. Y.) Mohawk Valley Ry.:
Dividend, 1327
Freight and express traffic, *282
V
Vacuum cleaners, Fares for, Denver, 361
Vallejo (Cal.) & Northern Ry., Bond issue,
1257
Valuations. (See Appraisal)
Vancouver, B. C, British Columbia Electric
Ry.:
[nterurban cars, *164
Stock issue, 295
Venice, 111.. Power station of Illinois Traction
System, *106
v entilation of cars:
Chicago Rys., Arch-roof car, 651
New York City, Hearing, 1239
Report of Engineering Association, 853;
Discussion, 866
[Thorn], 115
Ventilation of generators, Blower for (Baker),
*125
Viaducts. (See Bridges)
Vienna Tramways, Annual report, 236
Virginia Railway & Power Co. (See Rich-
mond, Va.)
w
Waco, Tex. :
Citizens Rv., Change in management, 63
Waco Street Ry., 172
.Wages. (See Employees)
Waiion elevators, Public Service Ry., *556,
583
Wagons. (See Emergency repair crews; Tow-
er wagon)
Waiting stations:
Aurora, Elgin & Chicago R. R., *223
Chicago. Ottawa & Peoria Ry., *1307
Combination depot and substation, Aurora,
Elgin & Chicago R. R., *272
Milwaukee. *540, * 1 1 40
Oklahoma Railway [Martin], *486
Public Service Ry., *558
Simple design, 2
Wheaton, 111., Aurora, Elgin & Chicago
R. R., *1280
(See also Terminal stations)
Walla Walla (Wash.) Valley Ry.:
Combination passenger car, *1001
Officers. 295
Washington C. H., Ohio, Springfield & Wash-
ington Ry., Issue of stocks and bonds,
1178
Washington, D. C. :
Capital Traction Co., Transfer question,
443, 1011
— -—Fare case before the Interstate Commerce,
Commission, 1081
Public utility bill, 1253, 1289
Washington Railway & Electric Co.:
Effect of operation on property values
[Harries], 777
Resignation of G. H. Harries, 690
Washington & Rockville Ry., Bond and
stock issues. 548
Washington, Baltimore & Annapolis Elec-
tric Ry:
New bonds, 207, 330
Receivership, 1009
Water power development in the L T nited States,
Statistics of, 1249
Watered stock, Merits of [Crosby], 48, 874;
Comment, 74
Waterloo (la.), Cedar Falls & Northern Ry. :
Bond issue, 135
Owl service, 1258
Waterville (Me.) & Oakland Street Ry.,
Change of name, 1218
Waukegan (111.), Rockport & Elgin Traction
Co., Proposed sale. 64
Way department:
Public Service Ry., *576
Should eliminate rule-of-thumb construc-
tion, 304
(See also Track construction)
Weed destroying:
Gasoline car (Lamb), *124
lui.v — December, 191 1 .]
INDEX.
XV
Weed destroying: (Continued)
Sprinkler on flat car, Albany Southern
R, R., *43S
Welding, Electric:
-American Society of Mechanical Engi-
neers, Discussion by, 1067
Pittsburgh Rys., 1059
Welding, Fuel oil and compressed air, of ar-
mature shafts, without removal, San
Francisco, *388; Comment, 377
Welding, Thermit, Process on armature shafts
[Cuntz], c*504
Welfare work. (See Employees)
West Tersey & Seashore K. R. (See Cam-
den, N. T.)
West Penn Traction Co. (See Pittsburgh, Pa.)
Western New York & Pennsylvania Traction
Co. (See Olean, N. Y.)
Western Society of Engineers, Going value of
public utilities TFowle], 1115
Wheaton, 111., Passenger station of Aurora,
Elgin & Chicago R. R., *1280
Wheel grinder, Salt Lake City, *873
Wheel guards:
Philadelphia, 409, 1043
Tests by Massachusetts Railroad Commis-
sion, 549
Wheels:
Public Service Ry., Standards, 604
Removing steel wheels, 865
Squealing of steel wheels, 867
Standards proposed, Engineering Associa-
tion, *850
Va.) Traction (
Dividend,
Interurhan Ry., Cars,
Wheeling (W.
1327
Wichita, Kan.:
Arkansas Vallev
*247
— Wichita Railroad & Light Co., Bond issue.
1042
Willoughby, Ohio, Cleveland, l'ainesville &
Eastern R. R. :
Annual report, 133
P.ond issue, 1294
Wilmington, Del.:
— Wilmington City Ry., Bond sale, 476
— Wilmington & Philadelphia Traction Co.,
Ticket question. 1006
Winnipeg, Man.:
— Municipal ownership, 205, 254
— Winnipeg Electric Ry. Sale, 367, 965,
Winona (Minn.) Railway & Light Co.,
ceivership, 256, 367
Wjnthrop, Mass., Point Shirley Street
Gasoline car, *959
Wire gage. Standard steel, 1034
Wisconsin Electric Ry. (See Oshkosh, Wis.)
Wisconsin Railroad Commission:
Fares of Fastern Wisco-s'n Railway &
Light Co. approved, 193
Policies underlying commission law, and
results accomplished IMcGovern),
497; Comment. 483
Trackaee agreement. Discussion of, 1094
Wisconsin tax values, 1215
1079
Re-
Ry.
Wood preservation. (See Timber preserva-
tion)
Worcester (Mass.) Consolidated Street Ky.:
Freight service, 1258
Power station at Millbury, Mass., *34i
Work cars:
Public Service Ry., 581
Toledo Railways & l ight Co.. Work and
line car, *1070
Working hours in factories. Effect of a peak
load, 1227
Workingmen's Compensation. (See Em-
ployees)
Yards, Fire protection, sprinkler system, ln-
terborough Rapid Transit Co., New
York, *277
Yonkers (N. Y.) R. R.. Issue of receivers'
certificates, 548
Youngstown & Ohio River R. R. (See l ee
tonia, Ohio)
Zurich, Switzerland, Aluminum car panels and
fittings, 246
A
Alderman, C. A. Maintenance of way mat-
ters, 42
Anthony, O. E. Troubles of a baggage agent,
355
Arkenburgh, W. H. Signaling with track trip
control, 541
B
Bagg, F. A. Life of railway physical prop
ertv from the engineering standpoint,
1205
Baldwin, A. 1. Inclosed arc lamps for street
car headlights, *531
Barnes. J P. Reduction of car failures, 34
I 'each, R H Edison-Beach storage battery
car, 43
Beck, E A Selection and instruction of
trainmen in order that complete and
intelligent accident reports may be
obtained, 870
Bierck, A B. Statistics of cost of electric
operation of steam railways, 830
Boylan, M. R. Prepayment fare accounting.
737
Boynton, B. F. How can the public be edu
cated in the prevention of accidents?
870
Brady, A. W- Address, 722
Breckinridge, Richard Traffic promotion, 494
Brockway W. B. Equipment trust securi-
ties, 82
Bronsdon, M. H The power plant extension
of the Rhode Island Company, *488
I'uffe, F. G. Electric railway advertising, 495
Burdick, E. J. Lightning protection, 1101
I'.yllesby, H. M. Responsibilities of electrical
engineers in making appraisals, 16
c
Carpenter, E. C. Prevention of accidents, 872
Casey, T. W Advantages of the pay-as-you
enter car. 1201
Cochran J. E. Substation operation, 1099
Colt, R. M. Tariffs, 33
Connette. E. G Hand brakes. c919
Cooley. M. E Overhead charges. 877
Copley. C. H Combined suction and pressure
apparatus for car cleaning, "276
Crecelius. L. 1' Purchase of bit"m'notis coal
under b.t.u. specifications. 784
Three-phase turbo-alternators. 782
Crosby, O. T. Physical valuations, 874
D
Dana, Edward Handling chartered car service
in Boston, 360
Reporting and checking car defects in
Boston. 425
Davies, H J. Recent legislation affecting elec
trie railway accounting, 26
Davies, T V. Hudson River tunnels, 789
Porticos, C Headlights for interurhan serv-
ice. *3-' , 9
Duffv, C. N. Plan of membership in the N
F. L. A.j c 85
AUTHOR INDEX
Duffy, J. E. Operation of pay-as-you-enter
cars in Syracuse, 1202
Dyer, R. A. D. C. turbo-generators largei
than 500 kw capacity. 783
F
Ploy, Henry. Depreciation as related to elec
trical properties, 21
Eorse, W. H., Jr. Address, 751
Fowle, F. F. Going value of public utilities,
1115
franklin, C. J. Two-car train operation foi
city and suburban travel, 839
c
Gault, E. D. Accounting system for a small
electric railway, 748
Gillette, H. P. Uses of an appraisal, 948
Glover, M. W. Electric railway storeroom ac-
counting methods, *423
H
llanna. J. A. The archroof, c 161
Harries. G. II. Effect of electric railway op-
eration on taxable citv property, 777
Harvie, W. I. Address, 691
Henry, C. L. The interurhan, 739
Hicks, H. E. Single-end vs. double-end car
operation, 45
I
Ingle, W. O. Life of railway physical prop-
erty from the accounting standpoinl,
1205
J
I'.hnson, F. W. Accident work of the future.
654
Humane side of accident work, 1029
K
Keys, J. F. Traffic, 354
L
Lang, A. E. Toledo street railway situation.
M
McDougall. R. E. Prevention of accidents,
1204 , c ,
Martin, H. C. Electric terminal arcade of the
Oklahoma Railway Company. *48fi
Mason S C Test of couplers at Indianapolis.
c*200
Mullen. Tl. V (See Ran, O. M.)
N
Norviel. F. D. Traffic, 1107
P
Page, H. C. Address, 692
Pardee, J. H. Address, 40
Parham, E. C. Simplified controller diagrams.
*246
Pellissier, G. E. A new theory of the cause
of rail corrugation, *528, c 701
Pierce, D. .T. Measures for welfare of em-
ployees, 773
Potter. W. P>. Gas-electric motor cars, 41
R
Kau, O. M., and H. A. Mullen. Alternating
and direct-current interurhan lines of
the Milwaukee system, "1138
Kenshaw, Clarence. Trailer operation versus
multiple-unit trains, 350
Rockwell, J. J. Publicity as a factor in elec-
tric railroading, 1105
Rogers, C. M. Detroit testing laboratory. *3 45
s
Schade, T. C. Little things that count, 353
Schlessinger, A. Overhead standardization.
347
Snyder, C. L. Strike siege in Des Moines,
Iowa, *1060
Staats, H. N. Insurance, 356
Stott. H. G. Developments in the generatior
of steam. 1910-1 Q U, *781
S|o'.>e, T. A. Brake tests in New York, c 1118
T
Turner, W. V. Steps in the solution of the
problem of adequately controlling
electrically propelled vehicles, 35
V
Van Zandt, A. D. B. Let the public know. 2S
w
Walsh, E. P. Selection and instruction of
trainmen in order that complete and
intelligent accident reports may be
obtained, 871
Whitehead, F. J. Prevention of accidents, 869
Winsor, Paul. Effect of electric railway op
eration on taxable city property, 879
Wood, B. F. Electrical operation of the
West Jersey & Seashore Railroad, 19
Wynne, F. E. Electric locomotives for inter
urban freight haulage, 1103
XVI
INDEX.
[Vol. XXXVIII.
PERSONAL
Adams, F. W., 333
Adams, J. L., 97
Adamson, George W., 931
Aker, John W., 1012
Alderman, C. A., 1081
Ambler, James M., 1330
Anderson, James, "259
Andrews, L. 11., 333
Antibus, Roy, U80
Archer, H. H., 209
Armstrong, Russell, 1220
Arnold, W. L., 137
Austin, John B., 209
Ayres, Milan V ., 13S, 1044
Bacon, J. Cortlandt, 371, 410, 680
Baker, Newton D., 1330
Ballard, W. P., 1128
Barber, H. L., 1044
Barley, VV. I., 175
Barnes, D. C, 410, 908
Baukat, John G., 97
Baumann, Charles A., 333
Beach, Ernest J., 1260
Beames, C. F., 333
Beardsley, H. M., 1180
Beebe, C. D., 891
Beidenbcnder, August, 1012
Bell, D. C, 137
Bell, Thomas IC, 1081
Benton, John E., 66
Bentson, George H., 514
liernsmeyer, G. E., 1044
Biegler, Prof. Phillip S., 1260
Billings, Warren C, 967
Bishop, E. A., 97
Bixler, H. C, 1081
Brinkerhoff, J. II., 410
Brixey, William Richard, 67
Broderick, Patrick, 410
Brooks, C. B., 371
Brown, Arthur K., 371
Brown, C. E., 1330
Brown, Lyman K., 1260
liryce. W. F„ 97
Buchanan, C. B., 97
Buchanan, W. T., 175
liudd, Britton I., *29S
Bullock, George, 298
Liurch, Edward P., 891
Burke. W. H. f 6S0
Burns, foseph M., 209, 333
Burton, Frank, 126(1
Burton, George W.. 1082
Busby, Leonard A., 1330
Butler, D. B.. 478
Butler, L. E., 371
Butterfield, J. II., 1044
Buttrick, W. A.. 1330
Butts, Edward, 137
Campbell, A. M., 680
Campbell, T. M., 47S
Cargill, Walter N., 371
Carley. R. F., 1260
Carlisle, I.. W., 446, 967
Carpenter, Charles H.. 371
Carpenter, E. C, 550
Chambers, F. C, 1128
Chiles, R. T., 97
Choate, Joseph K., *67
Christie, "Tames, 446
Clader, W. A., 1180
Clark, Angus, 137
Clark, E. W., 297
Cleveland, John A., 66, *138
Coates, Frank R, 1220, 1297
Cochran, Toseph W., Tr., 1297
Collette, B., 1081
Colburn, C, 97
Collins, J. C. *98
Coolidge; C. A., 97
Coryell, A. B.. 1044, 11 SO
Coupland, A. A., 371, 446
Cox. W. F., 371. 446
Craig, John, 333
Craven^ Alfred. 6S0
Crooks. C. D.. 932
Culbertson. S. A.. 371
Gulp, Sherman, 1012
Cunningham, E. R., 259
Cutlip, W. M., 97. 446
Daggett, H. G, 297
Plallow, C. H., 206
Daly, K. \V., 333
Dame, F. L., 297
Daniels. Thomas R. IT.. 371
Davidson, Charles L. 514
Davidson, W. G.. 371
Davies, Wm. B. S.. 333
Davis, A. J.. 446
Davis, Ernest H.. 1297
Deems, T. F.. 10S1
Delano. 'F. A.. 297
Derth, E. C. 298
Dicker, II. S„ 209
Dickie, G. A., 297
Dillon. S. E., 1044
Dineen, P., 1297
Dorman. T- A.. 680
Dougherty, Hugh, 333. 410
Douglas. Egbert, 967
Dowhouer, W. H., 333
Downs, E. E., 138
Doyle, J. J., *175
Diaper, N. C, 333
Droppers, Prof. Garret, 967
Dryden, John F., 1181
Duffy, C. Nesbit, 1180
Dunlap, George W., 931, 1012
Dunn, Sherman W., 259
Easton, C. L., 333
Lick, Richard, 175
Elwell, C. C, 514, 550
Ely, E. S., 97
Emerson, E. J., 1180
Empey, Tames R., 66
Erwin, W. E., 967
Espy, I. C. 446
Evans, J. D., 680
Evans, Walter H.. 1044
Fairchild, H. A., 968
Fairchild. J. R.. 297
Farrel, Frank, 1297
Fehr, Harrison R., *1297
Fernald, B. W., 478
Ferrier, J. J., 1181
Finlavsori, F. W., 1082
Fisher, F. E., 680
Fisher, Tohn H., 1330
Fitzpatrick, F. E., 1297
Fledderjohann, W. H.. 1330
Ford, Charles W., 97
Foster, E. C, 1330
Fox, James W., 1220
Fox. W. A., 478
Franklin, W. S.. 122n
Frost, Frank W.. 175
Fuller, H. W., *1 128
Fulton, C. B.. 1260
Funk, J. T., 371
Gardner, Addison L, 1044
Garland, Charles P.. 1128
Garretson, John D.. 478
Gebhart, Henry. 333
Gerke, Tacob V\'.. 66. 97
Godwin", R. S.. 1297
Goodvear. R. B., 298 -
Graham, Edgar M., 1044
Graves, Jay P., 176
Gray, Carl' Raymond. 97
Grav, James K., 1012
Greims, Howard E.. 1082
Grenshaw, C. G., 297
Griffith, Charles T.. 175
Grimmett, R. B.. 175
Haas. E. M., 1082
Halsev, N. W., 98
Ham. William F.. 1330
Hamilton, Tames F.. 1044
llambleton, J. S.. 371
Hardin, Edward, 967
Hardv, F. I.. 209
Harlan, James S., 1297
Harries, Gen. George H.. 550.
1081
Harrington, O. C 371
Harrsen, Harro. 967
Harton, William H.. Tr., 514
ITasbrouck, Daniel R.. 932
Haskins, Carvl Ft., 1128
Hathaway, E. C. 97
Havel!. Tohn E.. 97
Hebard, "George W.. 1128
Hedley, Frank, 259. 931
Hegartv. D. A., *176. 259
Hemming, R. N.. 891
Hcndee, M. H., 1128
Henderson, C. A.. 259. 446
Henderson. Edwin. 1330
Herrell. Samuel T.. 66
Hertzog, Robert R.. 259. 446
Hiegins, Samuel. 1180
Hill. Arthur R.. 298
Hill. M. T-. 175
Hincklev," B. S., 371
Hintsdorff. D. C.. 680
Hogarth, T. B., 259
Hopkin, George A.. 297
Hottell, F. B., 1298
Howard. R. M., 680
Howe, R. C. 333
Hubbell, Charles H.. 97
Hughev, T. B., 259
Husselman. D. Y.. 259
Hutchins, R. G.. Tr.. 478. 514
Tnrersoll, T. B., '514
Teffords. L. W.. 137
Jenks, G. W.. 333
Tohann. Charles S.. 932
Tohnson. Charles C, 97
Johnson, Charles W.. 891
Tohnson. Ensign, 514
Johnson, H. A., 410
Tohrrston. E. R.. 97
Tones. Morgan, 1082
Tones, T. Norman. Tr.. 97
Kelso. Charles D.. 1081
kilpairick, B. 1., 371
Kimmett, A. D., 66, 97
Kn.g, clarence I'., 175
Kingman, A. t .. 1044
Knox, George W., *260
Kuemmerlin, George, 1081
Kulp, Monroe 11., 968
Lambert, lohn F., 931
Lang, Aloion E., 1220
Latshaw, \\ . H., 446
l.enhart, Charles E., 1220
Lewis, C. II., 1044
Linden, John L, 1260
Lord, Henry F., 1298
Lund, Eugene N., 259
Lytle, J. H., 259
Macleod, Frederick J., 333
Mailloux, C. O., 259
Maize, F. P., 297
Alarble, John II., 137
Marsh, F. E., 1220
Martin, W. 11., 891
Mather, Robert, 968
Mathes, L. D., 1044
May, Francis, 1220
Mayer, Toseph B., 298
Maynes, J. D., 1128
McAfee, lohn Blair, 66
McCarter, Thomas Nesbitt, 800
McCarthy, P. O., 1297
Mi ( loskj . David M., 333
McCrea, James A., 1082
McDonald, Malory, 1128
, McDowell, J. D., 514
McGee. Wm. N., 98
VIcGowan, Hugh T., 1298
McGrath, J. C, 446
Mclntyre, Robert, 1297
McKeon, F. M., 1331
McKinley, W. B., 298, 514
McLain, Llewellyn H., 680
McMeen, S. G., 1128 ■
McPherson, N. B., 680
Miley, Thomas F.. 259
Mills', E. M., 1260
Miner. D. P., 297
Mitchell, IT. A., 137
Mitten, T. E., 1232
Moffatt, George B.. 1220
Moffett, James McG., 97
Moonev, J. Frederick, 1220
Moore. A. G„ 1260
Moore, C. E., 1081
Moore, Toseph H., 333
Moran, W. M., 478
Morrison, W. R.. 1044
Mosely, Earl L-, 371
Mountney, L. H., 209
Mulhern. George G., 1180
Mullin, Bernard F., 333
Murdock. H. D.. 259. 478
Murphy, W. H.. 209
Newho'use, W. H., 371
Newman, F. R.. 478
Xiles, Edward C. 66
*690, >r e, E. C. 297
Northrop. H. G., 297
Norton, E. C. 1260
O'Brvan. Francis I... *1297
O'Hara, Toseph. 1982
O'Hearn, Owen. 514
Ong, T. R., 1044
Ostendorf, Toseph, 1298
Page. HenrV C, 680
Page. R. K.. 891
Page, W. 371
Palmer. C. F-, 891
Rape, W. H., 891
Parker, W. G.. 931
Parks, Frank, 446
Pasho. Herbert A.. 967
Patten, A. M.. 298
Patterson, H. C, 259
Pattison. Hueh. 175, 259
Paxton, C. M.. 333
Pelgrim. F. J., 210
Pepin, David E.. 680
Peurring. T. P.. 259
Phelps, George W.. 1297
Phenicie. Carroll R.. 1180
Phillipp. C. D.. 297
Place. George M.. 514
Plaice, Frank H.. 514
Pollard, H., 97
Potter. Tohn E., 371
Price. Edward R.. 298
Pumfrey. Thoma--. 931
Ouisenderrv. H C. 371
Raher, W. F. 97
Ralston, J. E., 514
Ramsaur, Fleming, 446
Randolph, George E„ 1012
Ransom, William L., 137
Read. H. H.. 333
Reed. Louis F.. 1128
Reel. C. r-ordon, 298
Reid, William, 371
Richards. F. L., 371
Ridewav. Robert. 1297
Ridlon, Frank, 1220
Kiedel, Edward, 209
Riegle, J. W. S., 297
Rodenhouse, H. E., 371
Roehry, L. A., 1260
Roosevelt, James Alfred, 550
Ross, George H., Jr., 333
Rowland, C. H., 446
Ruddall, F. William, 371
Rudisill, W. H., 297
Russell, Clyde, 680
Russell J. Beckett 446
Russell, W. A., 137
Ryder, S. J., 1260
Sallee, John D., 1220
Samuelson, Frank, 371
Sanders, Owen, 371
Sanford, W. J., 297
Sargent, William S., 1180
Sawver, P. B., 1181
Schmidt, Emil G., 410
Shannahan, John N„ 97, 137
Shepard, Edward M., 298
Sherman, Albert, 1044
Shouts, Theodore P., 175, 967
Sisk, Thomas F., 297
Sims, J. M., 297
Skiff, Frederick Tames Volney, 1260
Slocum, B. W., 137
Smith, Charles H., 1044
Smith, Dow S., 175
Smith, E., 478
Smith. G. K., 371
Smith, J. Brodie, 1331
Smith, J. M., 298
Smith, H. L., 97
Snider, W. F., 297
Snyder, William H., 371
Stanley, Albert H., 1128
Starring, Mason B., 138, 891
Stavenow, August, 891
Stearns, R. B., 260
Stevens, F. T-, 66
Stewart, J. B., Jr., 680
Storrs, Lucius S., 66
Stowe, Fred A., 137
Straut, Tohn T, 1044
Sucese, J. B., 209
Sullivan, J. L., 931, 968
Sutherland, John, 931
Suyama, Masami, 333
Swenson, Sidney O., 931
Taggart, Tohn A., 1220
Tanzar, Arnold, 1331
Taurman, Ray, 137
Tavlor, C. G .,1260
Taylor, Leander F., 210
Taylor, R. C, 97
Tennis, Charles C, 891
Thompson. C. F., 371
Thompson, S. B., 550
Thompson, W. E., 1260
Thompson, W. J.. 297
Thompson, Wm. E., 1082
Thornton. Henry W., 1081
Thornton, J ; S., 1012
Threedv, Frederick L., 210
Torner; T. V. H., 175. 371
Townlev', Calvert, *67, 259, 680
Trask, George K., 67
Trowbridge, E. D., 967
Vail, J. F., 98
Vance", H. J., 680
Vandewater, C. C, 297
Van Leuven, John P., 1260
von Schilling, F., 66
von Schrenk. Arnold. 1044
Walker. T. B., 967
Walker, Tames. 478
Ward, D.' C, 259, 298
Warfield, H. R., 333
Watson, G. G., 371
Webster, Ernest C. 514
Wegner, A. C, 298
Weimer, Tames, 514
Weisiger, Cary N., Jr.. 446
Weller, Royal H., 446
Welch, Tames D., 1081
Welch, J. E., 514
Weston, C. V., 371
WharfF, E. M., 66. 298
Wheeler, F.. 333
Whitfield, George H., 66
Whiting, T. H., 297
Whitney, W. A.. 97
Wilcox, T. A:, 680
Wilder, George W., 1330
Williams, T. W:, 1012
Williams. Svdnev Alfred. 13/
Wilson, F. W.. 446
Wiry, E. A.. 333
Witt, C. M., 1331
Wood, F. E., 1012
Wood, T. T.. 1180
Worthen. Prof. Thomas W., 66
Wynn, R. D.
Yoakum. Tesse, 1297
Young. A". M., 1220
Electric Railway Journal
A CONSOLIDATION OF
Street Railway Journal and Electric Railway Review
Vol. XXXVIII
NEW YORK, SATURDAY, JULY 1, 1911
No. 1
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NEW YORK, SATURDAY, JULY 1, 191 1.
CONTENTS.
The Hoosac Tunnel Electrification
The Language of Depreciation
Action on the Interurban Code
Passenger Shelter. Stations
Car Schedule Economies
The Question of Shop Apprentices
Studies in High-Voltage Transmission
Center-Entrance Cars
Electrification of the Hoosac Tunnel
Standard Car of the New South Wales Government Tramways
The Responsibilities of Electrical Engineers in Making Appraisals
Electrical Operation of the West Jersey & Seashore Railroad
Depreciation as Related to Electrical Properties
Let the Public Know
Recent Legislation Affecting Electric Railway Accounting
Meeting of the Central Electric Accounting Conference
June Meeting of the Central Electric Railway Association
Report of the Standardization Committee of the Central Electric Rail-
way Association
Tariffs
Reduction of Car Failures
Steps in the Solution of the Problem of Adequately Controlling Pro-
pelled Vehicles
President's Address at Cooperstown
Gas-Electric Motor Cars
Maintenance of Way Matters
The Edison-Beach Storage Battery Car
Single End vs. Double End Opeiation
Report of Committee on Joint Use of Poles
Annual Meeting of New York State Association
Annual Meeting of American Institute of Electrical Engineers
Electrical Equipment of Boston Pay-Within Car
A Staffless Hand Brake
Pneumatic Track Scrapers in Boston
London Letter
News of Electric Railways
Financial and Corporate
Traffic and Transportation
Personal Mention
Construction News
Manufactures and Supplies
The Hoosac Tunnel Electrification
The electrification of the Hoosac Tunnel of the Boston
& Maine Railroad is a notable achievement. In less than a
year from the time that the New Haven interests took over
the control of the Boston & Maine the directors had author-
ed the change of motive power, all the engineering work
one and the construction work was completed
ost difficult conditions without interrupting the
of trains for a day. When the time came to
the current from the new power house and begin
operation with electric locomotives nothing went
t wrong or had to be done over. Electric operation has
proved an engineering success and undoubtedly it will prove
an economic success. The Hoosac Tunnel has long been
the neck of the bottle for freight traffic and the fly in the
ointment for passenger traffic. The Fitchburg division of
the Boston & Maine parallels its only competitor for
through traffic, the Boston & Albany, and except for the
tunnel has as favorable a location across the State of Massa-
chusetts. Yet it never has been able to obtain its share of
the passenger traffic or handle its share of the freight.
Electric operation through the tunnel will avoid all discom-
fort to passengers and will greatly reduce the congestion of
freight. The project has not been expensive as railroad
improvement work is judged, and the saving in time to
freight trains alone in its effect on the whole road should
more than pay the interest on the investment which has
been made in the electric equipment.
The Language of Depreciation
A fairly large part of the paper by Mr. Floy in regard
to depreciation, presented before the American Institute of
Electrical Engineers this week, is devoted to definitions of
terms. In our abstract, published elsewhere in this issue,
we give the essence of the definitions of the author, which
he made unusually full in order to emphasize the need of
uniformity in the use of these terms. The real reason why
there has not been a more general agreement upon the
language of depreciation is that the question of depreciation
has generally been treated as one of academic interest
rather than as one of practical importance. This fact
militates against the consideration of precise terms to de-
scribe conditions the existence of which is denied by many.
If the costs of depreciation are recognized universally as
fair charges against earnings, authoritative definitions of
terms will follow as a matter of course, but where there is
no agreement as to the practical aspects of the subject itself
it becomes difficult to secure concerted action on words and
phrases. There is no unanimity of action even as to the
real meaning of maintenance, which is construed by some
companies to comprise no more than current repairs. Mr.
Floy's study of the subject is based upon court and commis-
2
ELECTRIC RAILWAY JOURNAL.
[Vol. XXXVIII, No. i.
sion decisions rather than upon company practice. His
citations of rulings in important cases in which depreciation
is regarded as an element in the cost of the service support
his earnest plea for a thorough consideration of the whole
subject.
Action on the Interurban Code
Advance publication of the report of the committee on
interurban rules of the American Electric Railway Trans-
portation & Traffic Association gives to the member com-
panies an opportunity which they ought not to neglect.
The early action of the committee places in the hands of
all operating officials of member companies a copy of the
revised code, together with a compilation in convenient
form of the rules in which changes are made, the changes
proposed and the reasons therefor. Now the committee
asks for criticisms of its work. It has made a unanimous
report, representing the combined judgment of officials of
companies located in various and widely separated sections
of the country. Its code is one under which the different
members of the committee presumably are satisfied to
operate. Other companies will undoubtedly be willing to
accept the recommendations of the committee without
change. If they approve the code as it stands with the
recommended changes they should so notify the committee.
It is reasonable to ask that legitimate criticisms of any rule
be sent to the committee without delay in order that further
revision, if desirable, may be facilitated at the convention
next October. We have no doubt that the committee, in
furtherance of its aim to develop a workable code that
shall be acceptable to all interurban roads, will welcome
criticisms from non-member companies. Since the need
of a uniform code is urgent, there is no reason why sug-
gestions from sources outside of the association should
not be made freely. The recommendation of the code by
a committee of the Street Railway Association of the State
of New York and the resultant approval of that associa-
tion at its annual meeting this week constitute a support
which the committee that is responsible for the revision
must appreciate.
Passenger Shelter Stations
At a recent conference of interurban electric railway
managers there was a rather ardent discussion on the
subject of shelter stations. No one of the gentlemen pres-
ent was inclined to dispute the value of such stations, but
many feared the supposed high expense of such con-
veniences for intending passengers. It is true, of course,
that the average interurban railway cannot afford to put
up at every crossing a windowed structure with heating
and toilet facilities. Even if the first cost of such build-
ings was low, they would involve a considerable charge for
attendance. Furthermore it would be practically impos-
sible to keep them free from the mutilations, defacements
and nuisances to which isolated buildings are subject. But
it is not necessary that a shelter station should be anything
more than a rain and wind shield, since people do not ex-
pect to spend more than a few minutes in such a station
while waiting for a car. Simple shelters of this kind can
be erected for very little money. In fact, if a company
wished to do so, it could usually arrange with a local
merchant to install them at no expense to the company
because of their billboard or advertising sign value. One
Pennsylvania railway worked out a plan of this kind and
it proved so popular with both the merchants and the public
that similar shelters were installed at every other stopping
place on the line. No doubt other companies would prefer
to install their own shelter stations, as the expense is not
great when the station is built of wood and but slightly
more when of concrete. Many architecturally attractive
designs have been worked out, among them several whose
plan would be represented by an "x" or cross, rather than
one with three or four inclosing walls. The "x" type of
shelter, when provided with a roof with broad eaves, fur-
nishes as complete protection from the weather as the
rectangle, and has the additional advantage that it is
easier to keep clean and is less subject to nuisance. The
ordinary suburban and interurban road does not require
elaDorate shelters, but some such buildings are extremely
convenient at times for waiting passengers. They also
also undoubtedly shorten station stops.
CAR SCHEDULE ECONOMIES
The maintenance of car schedules at the lowest cost con-
sistent with good service is an omnipresent problem to
the transportation departments of all but the smallest sys-
tems. The search for economy in schedule construction
has many resemblances to a game of golf. A man may be
proud of the good work that he has done, but he can
never justify the claim that he has reached perfection.
He no sooner attains one low record than he begins to
consider whether by a little closer calculation of the
various factors with which he has had to deal he could
not improve his performance so as to do better next time.
There are so many controllable elements in the game as
well as so many that are uncontrollable that the lowest pos-
sible score for each individual seems always to lie just be-
yond the point already gained. In the game of schedule
making the street railway manager, his timetable special-
ist and his division superintendent have a problem which
is even more interesting and involved than that confronting
the player on the links, because the changing volume and
distribution of traffic constantly require new investigations
of the problem of how closer to fit the service to the
patronage.
The most successful line of attack on inefficiency in
handling traffic must be purely local. It usually represents
long study of conditions on given divisions, including
limitations of topography, power supply, location of stop-
ping and passing points, track layouts of carhouses, signal-
ing, the system of assigning work to trainmen, etc. Out of
this host of factors, however, it is possible to emphasize
certain sources of inefficiency or excessive expense which
are common to operating companies generally without
regard to local conditions.
Irregularity of running and the necessity of filling gaps
at route termini by extra or set-back cars are probably the
two chief sources of financial loss involved in schedule
making to any large company serving an extended area.
Irregularity of headway leads to the overcrowding of some
cars and the underfilling of others. The latter means waste
July i, 1911.]
ELECTRIC RAILWAY JOURNAL.
3
of money and the former means loss of fares both because
conductors cannot make prompt and accurate collections
and because would-be patrons desert the service and walk
when the gaps in headway are excessive. These gaps also
result in complaints on the part of the public that the
company does not operate a sufficient number of cars, a
charge which is untrue in the majority of cases, because the
total number of trips per day is seldom greatly influenced
by temporary interruptions. But these interruptions do re-
quire the introduction of extra cars and thus a larger
service than is necessary if the regular cars are moved
properly.
The difficulties we are considering may sometimes be
overcome, at least in part, by closer attention to the oper-
ation of cars along the entire route, but the fundamental
trouble is more often in the schedules themselves. Assume,
for instance, the frequent case of two lines which branch
from a common point some distance from a downtown
terminus and that the traffic demands a shorter headway on
one line than on the other. In such case the schedule should
be planned so as to approximate as closely as possible an
even headway of all cars between the downtown terminus
and the junction point. It may not be possible to attain
close harmony of movement in all cases, but as a rule the
greater density of service on the inward side of a junc-
tion point tends to offset slight irregularities of movement
there.
In dealing with the headway of outbound cars a new
problem arises, chiefly from the fact that the running times
may be different beiween an outlying terminus of two
routes whose in-town destinations are not the same. Under
such conditions an even headway between cars leaving the
suburban terminus becomes distorted at the point where
the routes join on the return trip. One remedy for this
condition, if it is serious enough to be rectified, is to
shorten or lengthen the headway on one of the two routes
so as to get the alternate movement desired at the suburban
terminus. Another plan is to consolidate the service to the
suburban terminus as far as practicable. With liberal
transfer arrangements this latter change might be made a
source of economy.
Other factors bearing on the question of train service
economy are the enforcement of discipline in connection
with running time, the elimination of an excessive number
of stopping points, increased punctuality in starting cars,
the reduction in time required to change crews, efficient
coaching of new men by inspectors, the selection and main-
tenance of motive power suitable to the requirements of
specific routes, and the more extended use of the telephone
between street inspectors and carhouse starters. The latter
remedy is especially worth considering in connection with
cutting out set-back trips of perhaps a mile or two at the
ends of lines, where time can in part be made up. There
is no question that the use of set-back cars has been an
important factor in retaining the patronage on many sys-
tems in which sharply competitive conditions are found,
but they are expensive as compared with regular car move-
ments and practically duplicate the service. Hence any
means to reduce their number deserves thorough investi-
gation from the standpoint of economical management.
THE QUESTION OF SHOP APPRENTICES
The creation of a committee on engineering apprentices
by the American Electric Railway Engineering Association
represents the first step in a praiseworthy attempt to raise
the standard of shop labor. It is too much to expect,
however, that the first report of this committee should be
much more than a preliminary survey of the conditions
which would aid or hinder the development of workmen
who are to be specifically trained for service in electric
railwav shops and carhouses. There are many reasons
why this must be so, because the subject is far more com-
plex than any in which the factors of economics, sociology
and human nature are not of controlling importance. Even
the training of cadet engineers is simple by comparison.
The first difficulty which would have to be overcome
would be that of inducing parents or guardians to in-
denture their boys for such an extended period as three
or four years. Apprenticeship contracts are more common
in European countries where traditions of the medieval
trade guilds are still strong, but they have never had much
chance for development in a young country with such rapid
industrial changes as the United States. To overcome this
prejudice it will probably be necessary to offer better
wages than the prevailing rate for beginners in office or
factory positions, to lay stress on the permanence of the
work offered, and to assure the pupil that he will be trained
to become a skilled, well-paid workman. The second diffi-
culty relates to the employer's side of the contract. He can,
of course, insist upon a clause which will permit him to
discharge an apprentice who proves incompetent after say
three months' or six months' trial, but he must also be able
to keep the competent graduate from being tempted away
by higher wages from other employers just as soon as he
has become of real value to his instructors. Possibly this
difficulty could be overcome by a plan by which a certain
part of the apprentice's salary would be in the form of a
bonus or of several bonuses, to be paid by him after the
completion of his course or parts of it. The third difficulty
is that involved in the ultimate aim of the courses, namely,
will they lead to a foremanship or simply to the standing of
master workman ? Doubtless it would be easier to get and
retain applicants if the higher position was promised to
them, but this would be a ruinous policy since no one could
tell in advance whether the boy would develop into a man
with the necessary executive ability. The fourth difficulty
is the unfriendly attitude of American boys, especially in
cities, toward any career which calls for much manual
labor. For this the boys are far less to blame than their
parents. It is not unusual for fond but foolish fathers
who are earning good wages as mechanics to insist that
their children study for professional callings for which
they have no aptitude. The inevitable consequence is that
many ill-trained youngsters drift into uncertain clerkships
at salaries which are generally below the earnings of the
mechanic, who becomes self-supporting at a much younger
age.
The foregoing comments are not intended to discour-
age the efforts to create a shop apprentice system, but
rather to point out some of the ramifications of this
4
ELECTRIC RAILWAY JOURNAL. [Vol. XXXVIII, No. I.
problem. The present big percentage of riff-raff shop
labor can be eliminated only by training men for the spe-
cial needs of the electric railway business. If this object
is to be accomplished, the work must be taken in hand seri-
ously, preferably by several companies at once, and under
conditions which will attract the service of boys who are
ambitious to learn a trade with ever-widening opportunities.
STUDIES IN H I GH= VOLTAGE TRANSMISSION
The convention of the American Institute of Electrical
Engineers just held furnished important material for the
electric railway engineer. More and more he has to deal
with long-distance transmissions of power at steadily in-
creasing pressures, and he is vitally interested in the pre-
cautions which must be taken to secure that continuous
operation without which electric railroading is a cripple.
It is not altogether easy to say what the actual condition
of electrical power transmission at the present time really
is with respect to continuous operation. Some plants within
our knowledge have been kept in absolutely continuous oper-
ation for a year at a time and for twenty-four hours per
day, though at a cost which one hardly dares to estimate.
Other plants have broken down so often as to cause bitter
complaints among the users of transmitted energy. On
some systems there have been three or four breakdowns a
week. Of these, it is true, most were not of long duration,
and many, perhaps, were only of a few minutes' interval,
but others put the system out of business for one or several
hours. Even a few minutes' interruption in railway busi-
ness is serious; an hour or two is a disaster to the public
service. Nothing but correct design and scrupulously care-
ful construction can secure in a high-voltage transmission
anything like complete continuity of service.
Three of the papers in particular presented at the Chi-
cago convention deal with subjects which are vital to the
matter in hand. One of these is Professor Whitehead's
beautiful study of the electric strength of air, which will
repay careful reading. As most engineers know, the limit-
ing factor in the increase of transmission voltage is not the
dielectric strength of insulators so much as it is the failure
of the air itself. The point at which this failure of the air
occurs depends upon numerous factors but chiefly upon the
maximum electric stress encountered and on the size and
spacing of the wires. One of the things which Professor
Whitehead's paper brings out with particular clearness is
the fact that the critical voltage above which coronal dis-
charge freely takes place may exist and be observed in ex-
istence only at the very peak of the wave, so instantaneous
is the phenomenon, yet it responds in the fullest manner
to the momentary peaks of voltage which may appear in
generally smooth wave forms or may be superimposed upon
them by even minor surges. Where the ultimate top of
the electromotive force wave is, there one finds the real
danger point as respects this coronal effect. When the cor-
onal discharge begins there is a breakdown in the dielectric
strength of the air and trouble is imminent. Another point
carefully investigated was the effect of using stranded
cable on the critical voltage at which the coronal dis-
charge begins. Theory would indicate that a stranded
cable presenting small surfaces of very rapid curvature
would break down and show coronal discharge more easily
than a smooth round wire of equivalent capacity. Such
proves to be the experimental fact, although the effect
varies considerably in magnitude according to the char-
acter of the cable and the absolute dimensions of its ele-
ments. Roughly one may generalize the data by saying
that cables of moderate size show coronal discharge at a
voltage in which it would appear on a solid conductor of
about three-quarters the cable diameter. A curious point
brought out in the research was that the critical voltage
at which the air begins to break down falls only com-
paratively slightly with increasing frequency, the differ-
ence between 25 and 60 cycles being only 2 per cent.
Another paper of interest to the constructor is that of
Mr. Robinson, on the computation of spans with relation
to stress and sag, a thoroughly worked-out study with
many important diagrams for the practical constructor's
information. From a theoretical standpoint a very inter-
esting portion of the work is the study of the actual curve
of a suspended conductor. This is ordinarily treated as
a parabola, although technically it is a catenary if the span
is long and the conductor reasonably flexible. The ellipse
and the circle have also been used as tentative curves for
computation. Mr. Robinson shows that from a practical
standpoint all of these curves, except the circle, represent
the facts with substantial accuracy on a span of moder-
ate length, say 80 ft. It would be interesting to know
at what point of length the curves begin to diverge,
although we are inclined to the opinion that for all prac-
tical cases the parabola, which has the advantage of a
simple equation, meets the requirements sufficiently well.
In another paper Mr. Thomas goes over the sag calcula-
tions by a different method, involving the application of
the catenary, and his work also indicates pretty close simi-
larity between the results obtained from this curve and
from the parabola.
Finally, a long and important paper by Mr. Austin on
the suspension insulator comes to the front, too long even
for adequate abstract, but it should be carefully studied by
those planning high-tension lines. One of the most im-
portant points brought out in it, however, is the great
effect of the testing time upon the endurance of insulators
at high pressures. There is a species of surging effect due
to prolonged stress which may not appear at all under
ordinary conditions of testing, but must be taken into ac-
count if a high factor of reliability is expected upon the
resulting line. Mr. Austin's conclusions are strongly in favor
of the suspension type of insulator, which now seems to
have passed completely out of the experimental stage and
to have reached a point at which it is to be considered a
practical necessity in dealing with extreme voltages. The
critical condition of all high-voltage insulator practice is
that encountered in stormy weather, when the surface gets
thoroughly wet, and this in particular is best met by the
suspension type of insulator. In one of Mr. Austin's tables
tests are reported in which the insulators held up to more
than one-quarter of a million volts wet before flashing over
and had double this insulating capacity when dry. These
figures seem preternaturally high, but 2.5 is certainly not
too large a factor of safety to allow on a line important
enough to be worked on 100,000 volts.
July i, 1911.]
ELECTRIC RAILWAY JOURNAL.
5
CENTER= ENTRANCE CARS
The design of cars for city service is not alone a mat-
ter of structural details and general dimensions. Great
progress has been made along these lines in recent years,
particularly as regards reduction of weight, but the operat-
ing features of modern cars have been subject to far more
radical changes, and the end is not yet in sight. Nearly
every progressive street railway manager is studying the
problem, and new ideas are being brought out almost daily.
The most recent innovation, and one of the most radical,
in operating features is the "near-side" car, which was
illustrated and described in this paper last week. The
center-entrance car is another departure from ordinary
practice, which, while it is not new, seems to be gaining
steadily in favor, as its many advantages are being recogr
nized more generally.
Perhaps the most extended use of the center-entrance
is being made in Denver, where it has long been the
standard. Many railway men who attended the Denver
convention saw cars of this type in operation for the
first time, and their comments were almost universally
favorable. At that time Seattle was the only other large
city in which center-entrance cars were in use, but during
the past two years a number of center-entrance cars have
been built and placed in operation by several different com-
panies. Among them may be mentioned the Oklahoma Rail-
way, Pittsburgh Railways, West Penn Railways, Port Ar-
thur Traction Company and Shore Line Electric Railway,
not to mention a few other instances in surface traction
and the center-entrance subway and elevated cars in Boston,
New York and Philadelphia.
From an operating standpoint the center-entrance car
has several marked advantages. The car is divided by the
steps into two halves, and in loading and unloading the
congestion at the entrance and exit is greatly reduced by
reason of the fact that passengers have only half as far
to move as in the ordinary end-entrance car. The pre-
payment principle and, if desired, gates or doors over
the steps can Lie applied to center-entrance cars quite as
easily as to end-entrance cars. While the conductor stands
all the time at the entrance and exit, he is inside the car,
where he is protected from the weather and has a clear
view in both directions, so that he can see the signal of
any passenger who wishes to alight. By the use of doors
to close the step opening a center-entrance car can be
kept much warmer in cold weather than is possible with
a car having end doors, which frequently are opened while
the car is in motion.
The seating capacity of a center-entrance car is pro-
portionately larger than that of an end-entrance car of
the same over-all length, by reason of the elimination of
the end platforms. For cars which are operated always
in one direction the entrance and exit passageways are
required on one side only, and the entire length of the
car body with the exception of a step opening on one
side, not exceeding 6 ft. wide, can be utilized for seats.
For double-end operation, of course, an entrance and exit
must be provided on the opposite side of the car, but by
using trap-doors to cover the step opening and folding
seats such as are used in the New York subway cars
this space can also be utilized for seats, as in cars operated
in one direction only.
The center-entrance car has another advantage in pre-
venting accidents which is attained also in the "near-
side" car, described last week. The passenger who alights
must wait for the car to proceed half its length before
crossing in the rear and running the risk of being struck
by a car or vehicle passing on the opposite track. In
the matter of speed of operation it has been found by
experience in the New York subway that, no matter how
wide the end doors are made, passengers will leave the
car in a single line and will board the car in the same
way. A center-entrance car with a railing dividing the
steps in the center affords two separate passages for en-
trance or for exit. In leaving the car the passengers move
toward the center in two converging streams and in board-
ing they move up the steps and toward opposite ends of the
car in two separate lines. Except at transfer points, where
the operation of collecting ticket fares is always done
more quickly than cash fares can be handled, the usual
conditions in street railway operation are that most of
the passengers board the car at points where few passen-
gers alight, and vice versa. The advantage of having
widely separated exits and entrances, therefore, is more
apparent than real.
One possible disadvantage of the center-entrance car is
the fact that if the stops are made at street intersections so
that the step is opposite the crosswalk, either the front end
or the rear end of the car projects beyond the curb line
of the intersecting street, depending upon whether the
stop is made at the near side or the far side. Where the
streets are paved this objection is not a serious one, and
as a rule the unpaved streets in most American cities are
in the outskirts, where traffic on the intersecting street
would not be obstructed.
Structurally the center-entrance car is more difficult to
build and maintain without sagging at the center than the
end-entrance car. With most steel cars the lower half
of the side is designed as a plate girder and is depended
upon to carry a large part of the load between the bol-
sters. Even in wooden car construction the side sill and
the posts and braces below the belt rail form a structure
which has considerable stiffness and will carry a good
part of the load. If the entire side of the car from the
sill to the plate is cut away at the center to form entrance
and exit passages the strength of the side framing is
largely destroyed. By lowering the top of the step open-
ing somewhat below the level of the side plate it is pos-
sible to reinforce the side framing around the step opening
in such a way that its strength is only slightly diminished.
Still another method of getting around the difficulty is to
use deep center sills to carry the entire load and make the
sides of the car just as light as possible. The entire floor
load and the weight of the body framing may then be
transmitted to the center sills through transoms and cross
bearers in much the same way as is done in the Long
Island Railroad steel cars, which were described in the
Electric Railway Journal of June 17. On the other
hand, if the side sill should be left intact, one or two steps
like those supplied by the running boards of open cars
could be used, or folding steps might be employed.
ELECTRIC RAILWAY JOURNAL.
[Vol. XXXVIII, No. i.
Electrification of the Hoosac Tunnel
The Hoosac Tunnel of the Boston & Maine Railroad Is the Longest Railroad Tunnel in the United States. All Trains
Are Now Being Hauled Through It by Electric Locomotives Receiving Single-Phase Alternating Current
at 11,000 Volts from Overhead Trolley Wires. The Catenary Construction, Repair Shops
and Operating Features Are Described in This Article.
On May 27 the Boston & Maine Railroad began operat-
ing all freight and passenger trains through the Hoosac
tunnel with electric locomotives. In a little more than
eight months from the time the electrification work was
authorized by the directors both tracks in the tunnel and
the yards and approaches on each side, a total of 21.31
miles of single track, were equipped with overhead trolley
wires, a power house of 6000-kw capacity was designed and
constructed, a high-tension transmission line 2.42 miles long
was erected and five electric locomotives were built. At
nil time during the construction work was the operation
of trains through the tunnel by steam locomotives inter-
fered with, although the installation of the wires and sup-
time required for freight trains results in frequent block-
ades at the portals and long delays. When the Boston &
Maine passed into the control of the New York, New
Haven & Hartford Railroad in the summer of 1910, one of
the first official acts of President Mellen of the New Haven
was to order the immediate electrification of the Hoosac
tunnel and the approaches at each end, including the North
Adams yard.
The single-phase alternating-current system with over-
head catenary construction and 25-cycle, 11,000-volt current
was adopted in view of the marked success of this system
on the main line of the New York, New Haven & Hartford
Railroad between Woodlawn, N. Y., and Stamford, Conn.
Hoosac Tunnel — Cross-Catenary Construction in North Adams Yard
ports in the tunnel was carried on under the most trying
and dangerous conditions.
The Hoosac tunnel is the longest railroad tunnel in the
United States. It pierces the range of high hills between
the valleys of the Hoosac and Deerfield Rivers, and is
25,031 ft. long from portal to portal. It was begun in 1851
by the Troy & Greenfield Railroad and it took twenty-four
years to complete the work. The first train went through
the tunnel on Feb. 9, 1875. As it forms part of the main line
of the Fitchburg Division of the Boston & Maine Railroad
connecting Boston with Albany and Troy, N. Y., the traffic
passing through it is very heavy, averaging 95 to 100 trains
per day in both directions. With steam locomotives haul-
ing trains the twelve minutes required to pass through the
tunnel cause great discomfort to passengers, and the longer
The electrification project was assigned to the engineer-
ing department of the New York, New Haven & Hartford
Railroad, of which E. H. McHenry is vice-president and
W. S. Murray electrical engineer; all plans involving policy
of electrical operation and details of construction being
there developed. The firm of L. B. Stillwell was retained
as engineers locally in charge of the work, H. S. Putnam
being placed in immediate charge of making many of the
detail working plans, placing contracts and supervising the
construction. A contract covering the installation of the
overhead trolley and transmission line and the erection of
the power house building, repair shop and switch house
buildings was made with F. T. Ley & Company, Inc.,
Springfield, Mass., as general contractor, and actual con-
struction was begun on Nov. 1, 1910.
July i, 1911.]
ELECTRIC RAILWAY JOURNAL.
7
GENERAL PLAN OF ELECTRIFICATION
The electrified zone, which is 7.92 miles long, begins at
the west end of the North Adams yard, 2.09 miles from the
west portal of the tunnel. Just east of the North Adams
depot is a yard with five side tracks in addition to the two
main tracks, all of which have a trolley wire above them.
Between the east end of this yard and the west portal are
three tracks. Through the tunnel are two tracks and
just outside of the east portal is a yard about mile long
consisting of from three to five tracks. Single catenary
construction is used throughout. Where more than three
tracks are covered the wires are supported by cross-catenary
cables attached to steel A-frame towers. For the two and
three-track sections outside of the tunnel trussed steel
bridges are used to support the wires. In the tunnel the
messenger cables are suspended on insulators supported on
special hanger brackets carried by bolts in the rock roof.
Current is generated at 11,000 volts, single-phase, at the
Zylonite power station and is transmitted at that potential
to a switch house at the west portal of the tunnel, a distance
of 2.42 miles, over a double-circuit transmission line, con-
sisting of five wires carried on steel towers. Two wires
carry the trolley current, one is a ground wire, one carries
current for power and lighting, and the remaining wire sup-
plies energy for the operation if the remote-control high-
tension switches in the switch houses.
The overhead trolley system is sectionalized into twelve
units consisting of two tracks in the east portal yards; east
bound main track and west bound main track east of the
east portal ; east bound and west bound tracks in the tunnel ;
west bound main track from the west portal to the west end
of the North Adams yard; a section of the east bound main
track and a crossover opposite the west portal switch house;
two sections of the long siding between the North Adams
,No.Adams Depot
A control wire and power wire connect the west portal
switch house and the repair shop switch house, but no
separate high-tension wires are run through the tunnel, and
the control circuits, lights and motors in the east portal
switch house are fed through a transformer connected
directly to the trolley bus.
CATENARY CONSTRUCTION
The supporting bridges and cross-catenaries in the yards
are spaced 150 ft. apart on tangents and curves of moderate
radius. The messenger cable over each track is stranded
steel hi. in diameter. Below it is a No. 0000 grooved
copper conductor wire suspended by rigid hangers of vary-
ing lengths at intervals of 10 ft. The contact wire, which
is No. 0000 grooved Phono-electric, is carried 1% in- below
the copper conductor wire by double clips attached in the
center of the 10-ft. spans between hangers. On curves the
conductor and contact wires are both suspended from the
messenger by inclined hangers having double clamps which
hold the two wires in a vertical plane. This construction
was illustrated in the Electric Railway Journal of April
16, 1910. These hangers offset the contact wire toward the
inside of the curve a sufficient distance to compensate for
the deflection of the pantograph shoe due to the super-ele-
vation of the outer rail. Outside of the tunnel the normal
height of the contact wire above the rails is 22 ft.
In the tunnel the catenary span is reduced to 100 ft. and
two No. 0000 Phono-electric contact wires are carried in
TTTT
jEast Portal
1 Switch
House
West Main
L/C
Yard
"x:
East Main
liltclri,
Transmission Line from
Zylonite
Hoosac Tunnel — Diagram of Trolley Feeders and Sectionalization
yard and the west portal switch house ; the shop yard ; four
tracks in the North Adams yard, and the east bound main
track from the west end of the North Adams yard to the
west portal switch house.
The trolley bus in the west portal switch house feeds the
two tunnel sections, the east bound and west bound main
tracks west of the portal, the easterly section of the long
siding and the short section of the east bound main track
and the crossover opposite the switch house. At the east
portal of the tunnel both trolleys in the tunnel are con-
nected to a- trolley bus in the east portal switch house,
from which three sections beyond the tunnel are fed. In
the repair shop switchhouse the east bound and west bound
main track sections, which are fed from the west portal
switch house, are connected to a trolley bus from which are
fed in turn the North Adams yard, the shop yard and the
westerly section of the long siding track. It will be seen
therefore that the switch houses at the east and west ends
of the system are not connected to the main transmission
line but are fed through the trolley wires of one or both
main tracks. As long as current is on either one of the
main track trolley wires the remainder of the system can
be operated.
the same horizontal plane by twin hangers. In order to
provide maximum conductivity a -H|-in. stranded copper
cable is used for the messenger. Owing to the limited clear-
ances under the roof of the tunnel the two Phono-electric
contact wires over each track, which are mounted in the
same horizontal plane 5 in. apart, are lowered to 15 ft. 6 in.
above the rails and the messenger cables are suspended 14
in. inside the center line of each track. This gives a mini-
mum clearance of 12 in. between the messenger and the
roof of the tunnel. The brackets which support the mes-
senger insulators are in turn carried on secondary in-
sulators resting on hangers dropped from the roof. The
position of the hangers is adjustable vertically by varying
the length of the hanger bolts, and the primary insulators
can be adjusted horizontally on the lateral brackets to pro-
vide for slight changes in alignment.
The twin contact wire hangers used in the tunnel are of
special design to allow some vertical movement of the
trolley wires. They consist of a yoke carrying the two
trolley wire clips and a suspension rod ^2 in. in diameter
on the top of which is screwed the messenger cable clamp.
The suspension rod passes through a tapered hole in the
center of the yoke, and a spherical faced nut is screwed on
8
ELECTRIC RAILWAY JOURNAL
[Vol. XXXVIII, No. i.
the bottom of the rod. The yoke is slotted and the nut
on the end of the suspension rod is free to move in this slot
through a vertical distance of about i l / 2 in. All parts of
the tunnel hangers are made of bronze.
INSULATORS
In the tunnel the primary and secondary insulators are of
brown porcelain of the triple petticoat pin type. Each in-
sulator is capable of resisting 150,000 volts to ground, and
as the primary and secondary insulators are in series the
combined dielectric strength is 300,000 volts. The outside
insulators are of the suspended type. They consist of an
upper petticoat with the concave side turned up in the shape
of the brim of a hat and a lower semi-spherical petticoat
15 in. in diameter with the concave side down. A hollow
malleable iron pin is cemented into the lower petticoat and
the malleable iron cap by which the insulator is suspended
is cemented on the outside of the upper petticoat. These
For Deerfield River Bridge
300 Ft. Span
angle posts and double diagonal rod braces in each panel.
The two-track bridges have a span of 34 ft. and the three-
track bridges a span of 46 ft. They are supported at each
end by A-frame towers constructed of two 8-in. channels
braced with light angles. The plane of these towers is
parallel to the center line of the tracks. The channels have
bed plates riveted on the bottom for bolting them down
on the concrete foundation piers. An angle cross arm for
supporting the feeder, telephone and signal power wires
is attached at each end to the top channel of the bridge
truss. In the yards where more than three tracks are
equipped with overhead wires the cross-catenary span wires
are suspended from A-frame steel towers built of 8-in.
channels. The legs of these towers, however, lie in a plane
at right angles to the track. The cross-catenary cable,
which is stranded steel, ^ in. in diameter, is attached either
at the apex of the towers or just below the single steel cross
Hoosac Tunnel — Types of Supporting Bridges and Cross-Catenary Construction
insulators were all required to stand a dry test of 110,000
volts, or ten times the normal working voltage. The strain
insulators used for dead-ending the messenger cables and
contact wires are of porcelain of the spool type and each
one was tested to 110,000 volts- under 35,000 lb. mechanical
strain before erection. They have an ultimate tensile
strength of 50,000 lb. For cross-catenary steady strain wire
attachments two disk insulators in tandem were used at
each anchorage. Impregnated hickory wooden strain in-
sulators are inserted in the steady strain cables between
each pair of tracks where required to preserve the sectional-
ization of the trolley wires.
BRIDGES AND CROSS-CATENARY CONSTRUCTION
The supporting bridges for the two and three-track sec-
tions outside of the tunnel are built-up trusses formed of
7-in. and 8-in. channel top and bottom chords with light
arm. From it are suspended the messenger cable insulators
by 5/16 in. stranded steel wires of suitable length. The
steady strain cable is stranded steel ^ in. in diameter and
is attached to the tower on each side by a bridle and two
disk strain insulators in tandem. Each tower is grounded
with a jMs-in. cable running up to the apex, where it is
securely clamped. The anchor bridges are box trusses sup-
ported on heavy A-frame towers with latticed legs stiffened
with double diagonal braces.
TUNNEL VENTILATION
The erection of the hanger brackets and stringing of
wires in the tunnel was carried on under the most difficult
working conditions. Only one track at a time was given
up to the contractors and trains were operated constantly
on the other track at intervals as frequent as safety per-
mitted. At all times when work was being done in the tunnel
July i, 191 1.]
ELECTRIC RAILWAY JOURNAL
9
the air was very bad because of the smoke and gases from
oil and coal-burning locomotives passing through on the
single track in use. After the passage of a train, all work
had to be suspended for ten to twenty minutes, sometimes
longer, to allow the worst of the smoke to clear out.
It was found necessary to construct air compartments on
the train supplied with cleaned air from the compressor
car to serve as refuges for the men during such periods.
Owing to atmospheric and traffic conditions, the construc-
tion force was able to utilize less than one-half the time in
actual work. These factors more than doubled the time
that would otherwise have been necessary, for the construc-
tion work in the tunnel. The tunnel is ventilated from a
central shaft 1100 ft. deep, at the top of which is a large
suction fan which draws fresh air into the tunnel from
both portals and exhausts the smoke and gases up through
the shaft. With a strong wind from the east or west the
far end of the tunnel is sometimes very poorly ventilated.
CONSTRUCTION TRAINS
The railroad furnished and equipped for the contractor
two special tunnel work trains, each consisting of an oil-
burning locomotive, two locomotive tenders, a box car con-
taining an engine-driven generator, a box car containing
The equipment on each train for drilling the roof holes
for the hanger bolts consisted of seven H.C.-12 Ingersoll-
Rand hammer drills and several pneumatic hammers which
were used for drilling holes in the side walls for the attach-
ment of signal cable brackets. In the compressor car, which
was placed next to the locomotive, was mounted a steam-
driven class A-i compressor with a capacity of 285 cu. ft.
of free air per minute. It received steam from the loco-
motive at 90 lb. pressure and delivered the air at 90 lb.
pressure into a receiving tank of 77 cu. ft. capacity. A
small steam pump was used for pumping cooling water
from the tenders through the compressor jacket and back
to the tenders. The compressor intake was carried down
close to the rails, where the air was purest, and was covered
with a fine-mesh wire screen to keep out as much dust and
dirt as possible.
The generator was a 28-kw direct-current machine, and
was driven by a marine engine supplied with steam from
the locomotive. In spite of the moisture and dirt in the
tunnel at all times neither of the generators on the two
trains failed in any way during the time they were in use.
The trains were wired throughout and six sockets for
attaching five-light reflector clusters were placed along the
Hoosac Tunnel — Three-Track Bridge Supports on Tangent
three blacksmiths' forges and anvils, an air compressor car,
thirteen platform cars, a coach fitted up as a dining car
and a freight caboose. The platform cars were ordinary
flat cars on which were built working platforms 11 ft. above
the rail with low sides to prevent the workmen from falling
off. Posts 6 in. x 4 in. were set in each stake pocket and
cross beams of the same size were framed across to support
the 2-in. plank floor. The car floors and the working plat-
forms were made continuous throughout the train by steel
aprons at the ends. Trap doors were built in each working
platform so that the men could reach the car floor by
ladders. A i J / 2 -'m. air pipe for the compressed air supply
was run along each side of the working platforms and globe
valves were inserted at frequent intervals for attaching the
drills. On the floor of every third platform car a wooden
air lock 14 ft. x 5 ft. x 4 ft. was built, into which the men
could retreat during and after the passage of a train. An
air valve was provided inside these locks which when par-
tially opened created sufficient pressure to keep out the
surrounding smoke and gases and provided fresh air for
the men in the lock.
railings of the working platform on each car. Strings of
incandescent lights were also run along the sides of the
cars for general illumination of the tunnel walls. Each
train was also equipped with a system of signal lights in
the caboose, locomotive cab and compressor car by means
of which the conductor could signal the engineman to move
the train forward or back and signal the compressor at-
tendant to start or stop the compressor.
The coach, which was fitted up as a dining car, was used
to supply the men with hot coffee and sandwiches and to
heat any other food the men brought with them. In order
to stand the effects of the smoke and gases it was found
necessary to keep the men well supplied with food, and
they were alowed to go back to the dining car at frequent
intervals to get food or coffee. The dining car was fitted
with an air valve the same as the locks on the platform
cars so that the air was kept fresh at all times. A com-
plete outfit of surgical and first-aid-to-the-injured supplies
was kept in the dining car, as also were an oxygen tank and
air helmet for rescuing any one overcome by gas out in
the tunnel. These helmets were never needed, however.
ro
ELECTRIC RAILWAY JOURNAL [Vol. XXXVIII, No. i.
although a number of men were overcome during the con-
struction work.
About forty men were employed on each train. These in-
cluded a foreman in charge, four sub-foremen, one steam
engineer, one electrician, one carpenter, one cook, one
blacksmith and helper, and thirty laborers, in addition to
the locomotive engineer and fireman, brakeman and con-
< 8^-lor-8"c „ ; «
* 7-Vror-7'C - --»| u Shaped Bolt Steel
Hoosac Tunnel — Suspension Insulator for Outside Catenary
ductor. In spite of the trying conditions under which the
men worked not a single man employed on the tunnel trains
quit work while the construction was in progress. The con-
struction forces of the contractor were directed by M. J.
Daly, general foreman in charge of the work.
CONSTRUCTION WORK IN THE TUNNEL
The construction work in the tunnel included the drilling
of iooo holes 2]A in. in diameter and 18 in. deep in the roof
of the tunnel for the catenary hangers; 1500 holes i?4 hi.
in diameter and 6 in. deep in the side walls for telephone
and signal cable hangers; drilling and blasting down the
rock roof of the tunnel in many places to obtain the neces-
sary clearances and erecting the catenary and trolley wires.
A preliminary survey of the tunnel was made to determine
the height of the roof at the hanger locations so as to
prepare in advance the hanger rods of proper length. This
survey also showed that the roof would have to be blasted
down in many places to obtain the necessary clearance.
The first work train was run into the tunnel on Nov. 6,
Hoosac Tunnel — Erecting Tunnel Catenary Brackets
1910, and the second was equipped and put in use on Nov.
29. Both trains were stored in the North Adams yard
when not in the tunnel. The work of drilling the roof and
side wall holes was carried on from both ends of the tun-
nel, with the two trains progressing toward the central
shaft. It was necessary to keep the two trains on opposite
sides of the central ventilating shaft with the locomotives
always coupled to the ends of the trains nearest the shaft
so that the men on the platform cars would not be bothered
by the gas of either locomotive. One track was given over
to the work trains for periods of from nine to twelve hours,
beginning at 5 -.30 a. m.
The drilling of holes for the roof bolts was carried on
simultaneously at five locations 100 ft. apart above each
train. The train was spotted by manipulating the con-
ductor's valve on the caboose and was moved only as
required by the progress of the drilling. The time required
to drill each hole varied from twenty minutes to four hours.
Some of the rock was very hard and at one location 65
drills were required to drill three holes each 18 in. deep.
A large stock of drills was carried on each train and one
or two blacksmiths and helpers worked continuously in
the forge car sharpening the drills as they were removed
from the drilling machines. All holes required for blasting
down the roof were drilled from the work trains, but the
blasting and cleaning up was done by the force of miners
regularly employed in the tunnel by the railroad company.
The drilling above the west-bound track was completed
before the east-bound. As the roof holes were drilled the
bolts were set as the work progressed. In the brick por-
tion of the tunnel I'^-in. double extra-heavy wrought-pipe
bolts were used and in the rock portion J%-'m. solid
wrought-iron bolts. In both cases the bolts were split at
the upper end and were hammered home on a wedge. Prior
to setting the bolt the hole was filled with a plastic mixture
of neat cement, the surplus cement being forced out as the
bolt was driven home. To fill the holes with cement a brass
tube was first filled and inserted into the hole. As it was
Hoosac Tunnel — Tower for Cross-Catenary Span
withdrawn a rammer or plunger was used to ram the
plastic mixture into the bottom of the hole to make sure
that no air pockets were left. The cement rather than the
wedge was relied upon to hold the bolt securely. Though
these bolts were afterward subjected oftentimes to severe
strains in the erection of the brackets and catenary material,
not a single bolt showed any signs of weakness. The bolts
July i, 1911.]
ELECTRIC RAILWAY JOURNAL.
1 1
are threaded at the lower end to receive a bronze coupling,
which in turn receives a bronze nipple of the proper length
for the support of the special bracket to bring the trolley
wires 15 ft. 6 in. above the rail. Each bronze coupling is
provided with a flange on its lower side for the support of
a cement cone, which protects the support from corrosion
at the point of contact with the roof of the tunnel.
The U-shaped hangers which are parallel to the rails
were then attached over each track and leveled up, after
which the secondary insulators were applied and the cross
hangers put up. The messenger cable and both trolley wires
over each track were strung simultaneously. The mes-
senger was pulled up to the proper sag and the trolley wires
were adjusted as to tension with a dynamometer at every
fifth hanger, where they were clamped preparatory to
clipping.
OUTSIDE CONSTRUCTION
The steel towers and bridges outside of the tunnel were
all erected with a derrick car furnished by the railroad.
A train of platform cars was equipped at each end of the
tunnel for stringing the wires. These cars had platforms
17 ft. high above the rails for convenience in working on
the trolley wires, which are suspended 22 ft. above the
TROLLEY CROSSING IN NORTH ADAMS
An interesting detail of the overhead construction is a
crossing of the two 11,000-volt a.c. trolley wires with a
single 600-volt d.c. trolley wire of the Berkshire Street Rail-
way on State Street, North Adams, just west of the pas-
senger station. The crossing is at an angle of 47 deg. 30
min., and the high and low-tension wires are in the same
horizontal plane. The 600-volt trolley is sectionalized with
wooden section insulators 8 ft. long at a distance of 100
ft. on each side of the crossing, and is carried over the
crossing under an inverted 5-in. channel which is supported
by four Y%-'m. stranded steel cable span wires. The 11,000-
volt trolley wires are sectionalized with similar section
insulators inserted on each side of the channel, so that the
d.c. trolley wire normally carries no current of any kind.
On the north side of the crossing a feeder is taken off the
600-volt trolley wire and carried to a switch mounted on top
of a wooden pole set just outside the curb line. The other
side of this switch is connected to one of the steel span
wires supporting the crossing channel. A wooden rod runs
down the pole from the switch and by pushing up on this
rod the switch may be closed and 600-volt direct current
fed to the crossing channel and trolley wire so as to permit
Cross Catenary
10 4 (rom Top of Rail
Hoosac Tunnel — Twin Hanger for Tunnel
Trolley Wires
Hoosac Tunnel — Crossing of n,ooo-Volt and 600-Volt Trolley Wires
in North Adams
rails in the open. The steel messenger cable and the trolley
wires for the open sections were received from the manu-
facturer in lengths of about 1 mile and were run out simul-
taneously as in the tunnel. All of the steel catenary bridges,
cross-catenary towers and transmission line towers were
fabricated by the Archbold-Brady Company, Syracuse, N. Y.
OPERATION OF TRAINS DURING CONSTRUCTION
While the construction trains were at work on one track
in the tunnel freight and passenger trains were operated in
both directions over the other track with the use of a train
staff, the 5-mile tunnel section constituting an absolute
block. As soon as the work trains emerged from the tunnel
after a day's shift normal operation was restored on both
tracks. Right-of-way was given to passenger trains at all
times and as a consequence freight trains often filled the
yards at both ends. In order to pass the maximum number
of cars through the tunnel while both tracks were open,
from three to five freight trains frequently were coupled
together with all the locomotives at the head end. During
the time construction work was in progress the traffic was
the heaviest ever handled on the Fitchburg division. In
January 52,000 cars passed through the tunnel in both
directions.
a street car to pass over the crossing with current on. As
soon as the switch rod is released it drops by gravity and
opens the switch again. The section insulators in the 600-
volt trolley are grounded at the center of their length so
that the 11,000-volt current cannot leak past them to the
d.c. trolley in case of breakdown of any of the 11,000-volt
section insulators. The only combination by which 11,000-
volt current can be fed to the d.c. trolley is that the pole
switch be closed while a locomotive is on the crossing with
one pantograph on the trolley wire and the other on the
crossing channel.
ELECTRIC LOCOMOTIVES
Five electric locomotives have been built for hauling
freight and passenger trains. Two of these locomotives
have a high-gear ratio and are intended for hauling pas-
senger trains through the tunnel. Otherwise they are of
the same size, weight and design as the three locomotives
which will haul freight trains. The locomotives are of the
articulated truck type, each truck consisting of two pairs
of driving wheels 63 in. in diameter and a pair of radial
pony wheels. The general design is the same as locomotive
No. 071, of the New York, New Haven & Hartford Rail-
road, which was described in the Electric Railway Iour-
12
ELECTRIC RAILWAY JOURNAL. [Vol. XXXVIII, No. i.
nal for Sept. 25, 1909, and May 7, 1910. To each pair of
driving wheels is geared a single-phase motor of 396 hp,
normal hourly rating. The motors are spring-supported on
the truck frames. The freight locomotives will each haul
a trailing load of 1600 tons up the 0.5 per cent grade in
the tunnel at a speed of 20 m.p.h.
It is expected that the five locomotives will be able to
handle all trains through the tunnel for some time to come.
By coupling and uncoupling the electric locomotives at the
tunnel portals and not running them through the yards at
each end, considerable time can be saved in the event of
very heavy traffic movement or temporary breakdown of
one of the locomotives. The intention, however, is to haul
all trains from end to end of the electric zone bv electric
locomotives so as to give the crews of the steam locomo-
tives ample time to get their fires in the proper condition to
give off the minimum smoke and steam while drifting
through the tunnel. The steam locomotives of all trains
will be hauled through the tunnel.
TRAINING OF CREWS
Twenty electric locomotive crews were selected from
among the oldest locomotive engineers and firemen on the
nected at the west end by a cross pit 6 ft. wide, used for
wheel changing. In a one-story brick lean-to, 10 ft. 4 in.
x 87 ft. 5 in., on the south side of the building are a wash-
room, office for the electrical superintendent, tool room,
store room and heater room. A switch house, 24 ft. x 24 ft,
adjoins the locomotive house on the northwest corner. The
tool equipment includes a shaper, drill press, 42-in. lathe,
14-in. lathe, and two grinders. These tools are all belt
driven from shafting mounted on the west wall above the
windows, which in turn is driven by a 15-hp motor mounted
on a wall shelf. A motor-driven air compressor supplies
compressed air, which is piped into each pit for blowing out
motors and other apparatus on the locomotives.
In the cross pit in the south bay are three hydraulic
jacks, one under each track. These jacks have been
installed for wheel changing and other heavy repairs re-
quiring the lifting of the locomotive trucks. The floor of
the cross pit is 5 ft. 4 in. below the shop floor, and the jack
cylinders, which are 16 in. in diameter inside and 9 ft. long,
are sunk flush with the floor of the pit. The jack plungers
are 6*4 in. in diameter and are roughened on top. With
220 lb. water pressure supplied by a motor-driven pump, a
Hoosac Tunnel — Anchor Bridge at East End of North Adams Yard
division, who were given an opportunity to apply for the
positions. These crews were sent to Stamford, Conn., for
a period of three weeks or longer to study the operation of
the New Haven electric locomotives. Their salaries and
expenses were paid by the railroad during this instruction
period. The men were instructed in the practical details of
operation and emergency repairs under the direction of H.
Gilliam, electrical superintendent at Stamford, and were
given a thorough examination before returning to North
Adams. Practice runs were made by all the men in the
North Adams yard for several weeks prior to beginning
regular operation.
LOCOMOTIVE REPAIR SHOPS
A brick building, 109 ft. 4 in. x 78 ft. 4 in., has been built
at the east end of the North Adams yard for use as a loco-
motive house and repair shop. Four tracks enter the build-
ing at the east end; a fifth track for storing wheels is built
between two of the entrance tracks in the south bay, which
is spanned by a 15-ton electric traveling crane. The two
tracks in the north bay have pits 50 ft. long and extend
beyond the ends of the pits 29 ft. In the south bay the
two entrance tracks have pits 36 ft. long, which are con-
load of 22 tons can be lifted by each jack. Two 90-lb.
rails are laid in the floor of the cross pit to a gage of 3 ft.
4 in., so that wheels can be moved to one side on two small
trucks.
OPERATING ORGANIZATION
The operation and maintenance of the overhead and
transmission lines and electric locomotives is in charge of
L. C. Winship, electrical superintendent. The power house
is in charge of C. H. Baker, chief engineer. In all matters
relating to locomotive repairs the electrical superintendent
reports to the division master mechanic and in the main-
tenance of the overhead lines to the engineer of main-
tenance of way. J. D. Tyter, assistant superintendent in
charge of the western district of the Fitchburg division, has
authority over the electric locomotive crews and all other
matters pertaining to operation of trains through the tunnel.
POWER HOUSE AND TRANSMISSION LINE
The new power house at Zylonite, 2.V2 miles south of
North Adams, and the transmission line connecting the
power house and the switch house at the west portal of the
tunnel will be described in a second article which will be
printed in an early issue.
July i , 1 9 1 1 .
ELECTRIC RAILWAY JOURNAL
13
Standard Car of the New South Wales Govern-
ment Tramways
This Type of Car Combines Large Seating Capacity with Exceptionally Light Weight. The Body Is Framed Sepa-
rately from the Structural Steel Underframe and Is Bolted Down on the Underframe.
The New South Wales Government Railways & Tram-
ways has in service in Sydney 195 double-truck cars of an
interesting design which has been adopted as standard by
the tramways department. They are of the combination
open and closed type and seat eighty passengers in sixteen
cross seats arranged back to back. The inclosed section of
the car body, which is 19 ft. long, contains eight cross seats
and is entered from the running boards through four double
sliding doors in each side. The open sections at each end
are inclosed by canvas curtains which are stiffened with
galvanized iron strips sliding in grooves in the posts. Glass-
inclosed motormen's vestibules are provided at each end of
the cars. These vestibules are narrower than the car body,
and are tapered to allow proper clearance between two cars
passing on a curve of 66-ft. radius with tracks on 12-ft.
centers.
The car body is built separately from the steel under-
frame, and is bolted down on the top flanges of the side sills.
J lie two principal members of the underframe are the lat-
ticed girder side sills. These are built up of two 3-in. x
3-in. x }i-m. angles and ij^-in. x ^-in. lattices. Each piece
of lattice is continuous for four or five panels in order to
reduce the number of rivets in the top member, so as not to
interfere with the bolts used for attaching the car body.
The girders are stiffened at the bolsters with a %-in. flat
1
: deflection of right hand sill
- left
Total added Load 34 6Z
Underframe I AO
Timber 56
Total Tons Distnbated 36.60
Kew South Wales Car — End View
New South Wales Car — Deflection Test of Underframe
New South Wales Car — Side View
14
ELECTRIC RAILWAY JOURNAL.
[Vol. XXXVIII, No.
i.
plate, 8 ft. long, riv-
eted to the top mem-
ber, and an angle 3
in. x 3 in. x yi in. x
10 ft. long, riveted to
the bottom member.
The body bolsters
are built up of two
i-in. x 6-in. plates.
The top plate is bent
down inside of the
top angles of the
side sills. Six angle
iron transoms con-
nect the two side
sills and support the
central longitudinal
filling pieces on
which the car body
rests. On each side
of the bolsters light
T-irons are riveted
across between the
side sills to support
the ends of two
similar longitudinal
members which rest
on top of the bolster
and carry the motor
trap doors in the car
floor. The end sills
are 3-in. x 3-in. x
!4s-in.
angles, bent
around the corners
and riveted to the
bottom angles of the
side sills.
The platxorm 1111-
derframing consists
of two 4-in., 7-lb.
channels, bolted un-
der the gusset plates
of the transom near-
est the end sill and
resting on top of the
end sill. These chan-
nels support the 5-in.
x 3-in. angle-iron
bumper. The plat-
form floor is sup-
ported in the center
by two wooden sills,
4 in. x 2) 2 in., which
rest on the body end
sill but are not bolt-
ed or otherwise fas-
tened to the body
flooring. This plat-
f r m construction
was employed in or-
der to minimize the
damage to the car
body and under-
framing in the event
of collisions, and it
has proved entirely
successful, for in
three severe col-
lisions the platforms
have been the only
parts damaged in
either car.
The steel under-
July i, 1911.]
ELECTRIC RAILWAY JOURNAL.
15
frame weighs only 3140 lb., but it is very rigid. Assum-
ing a maximum load of 160 passengers, the uniformly dis-
tributed load on each sill is 33 lb. per inch of length. The
diagram on page 13 shows the deflection of a complete
underframe under a test load of 82,000 lb., which is equiv-
alent to 72.5 lb. per inch per sill. With this load the max-
Rabetted Boards,
3fX(i"
Gutter Rail,
Width over Foot steps 9'-0
with Steps raised 6 '-4
J t
New South Wales Car — Half Cross Section
imum deflection at the center of the car was i n -> and
the two side sills showed approximately uniform bend-
ing at all points. In riveting up the latticed girders they
of the end stanchions for the motorman's vestibule. The
seats in both the open and closed sections of the car are
made of hardwood slats. The floor of the car is only 31 in.
above the rails, except in the two compartments immedi-
ately over the body bolsters, where it is raised to 34 in.
The two seats in each of these compartments are raised
2 in. higher than the other seats to offset the rise in the
car floor. Pressed steel seat end frames weighing 9^4 lb.
each are used on the open compartment seats.
Of the 195 cars in service 144 are equipped with General
Electric Type M multiple-unit control and the remaining
fifty-one cars have K-6 platform controllers. Four inter-
pole motors of 30 hp each are applied on 174 of the cars,
and the other twenty-five cars have motors of the same size
without interpoles. The interpole motors were furnished by
Dick, Kerr & Company, Ltd., and the motors without inter-
poles by the General Electric Company. One hundred and
thirty additional cars of the same type are now being built.
They will be equipped with 30-hp motors without interpoles
and multiple-unit control.
The cars are fitted with Allis-Chalmers air brakes and
Sterling geared hand braes. The air and hand brakes are
-^6 Lbs- Z760Lbs
New South Wales Car — Diagram of Brake Leverage
connected to the truck brake rigging independently ; that is,
the air brake rods are connected to the two inside truck
brake levers and the hand brake rods are connected to the
outside truck brake levers. When the air brake is applied
the truck brake levers to which the hand brakes are attached
act as dead levers, and their upper ends bear against the
truck transoms. The wheels cannot be locked by the cumu-
lative pressure of both air and hand brakes, nor can the
breaking of any one part cause the entire braking power to
be lost. The ratio of the foundation brake gear is 11^2
to 1, and while this is slightly higher than is generally con-
sidered good practice the gear has been used satisfactorily
for more than three years. The gear hand brake multiplies
the pressure on the brake handle 14.9 times, so that with
100-lb. pressure on the handle the total braking force at
the shoes is 34,270 lb. With the air brake and 70-lb.
cylinder pressure a total braking force of 31,740 lb. is ob-
tained.
TRUCKS
The trucks used under these cars are a modified design of
the diamond arch bar type with swinging bolster. The
1?
I jf.0- wheelbdse
a'-s' —
6-6 r-
New South Wales Car— Motor Truck
are given a camber of i n - a t tne ends and 3/16 in. in the
center.
The car body is built almost entirely of wood, and is a
separate structure from the steel underframe to which it is
bolted. It has an arched roof, the interesting feature of
which is the gutter, which is continuous around the eaves.
The water which collects in this gutter is carried down to
the roadbed through a i l / 2 -in. iron pipe, which forms one
bolster is supported at each end by a double coil spring
instead of the usual elliptic spring, and the load on the
side frames is transmitted to the journal boxes through two
small coil springs supported on a yoke which straddles the
journal box. The axle journals are only y/ 2 in. x 3^4 in-
The trucks, as well as the car bodies, were built by the
Meadowbank Manufacturing Company, Sydney, New South
Wales.
10
ELECTRIC RAILWAY JOURNAL.
[Vol. XXXVIII, No. i.
WEIGHT
The following table gives the detail weights of one car
with interpole motors and multiple-unit control :
Pounds.
Car body, including running boards 7,503
Underfrarae, including drawbar 4,798
Motors, gears and gear cases 9,824
Control, conduit, trolley bases, etc 3,028
Brakes 1,153
Trucks 4,852
Wheels and axles 5,104
Miscellaneous, including headlights, etc 649
Total 36,911
This is equivalent to 461 lb. per seat, 812 lb. per foot of
length and 108 lb. per square foot of floor area. The cars
with K-6 control and motors without interpoles weigh only
33,851 lb., which is equivalent to 423 lb. per seat 743 lb.
per foot of length and 99 lb. per square foot of floor area.
The New South Wales Government Railways & Tram-
ways are managed by a commission of three members
headed by T. R. Johnson. The chief officers of the tramway
department are J. Kneeshaw, traffic superintendent, who has
supervision over the conductors and motormen ; G. R.
Coudrey, tramway engineer, who is in charge of buildings
and track, and O. W. Brain, electrical engineer, who is in
charge of power generation and distribution, and the con-
struction and maintenance of the rolling stock. The new
standard cars were designed in the office of Mr. Brain.
— _
THE RESPONSIBILITIES OF ELECTRICAL ENGINEERS IN
MAKING APPRAISALS *
BY H. M. BYLLESBY, CHICAGO
In the brief period of from thirty to thirty-four years,
the profession of electrical engineering as applied to the
generation of, the transmission of and the utilization of
large quantities of electricity has come into existence. In
the broadest sense of the term this development has re-
quired the creation of a new art.
The development of electrical engineering has been a
continued series of advances, step by step and leap by
leap. There has been more obsolescence and more retire-
ment of electrical machinery and tools and devices far in
advance of their natural life, due to the continuing im-
provement, than has taken place in the history of any
other art.
In our profession one has to read the daily press and care-
fully study the columns of the technical press at all to keep
pace with the new developments, the new achievements and
the new victories of the profession from which we all make
our livelihoods. This tremendous growth from the dynamo
of 50 hp to the generator of 30,000 hp; from the incan-
descent lamp as a luxurious curiosity to the incandescent
lamp which is as much a feature of our modern civiliza-
tion as our running water ; from the transmission distances
of a mile or two to transmission distances of 200 miles;
from the electric motor existing as a laboratory toy to the
electrical motor of universal use and of 10,000 to 15,000
hp has taken place within the span of years conventionally
covered by the term a "generation."
It is probable the annals of civilization do not contain a
parallel, but along with this proper pride, with the feeling
of well-merited satisfaction, let us not forget that collater-
ally and a part of it, something without which it could not
have taken place, has been the work of the promoter and
the banker. No new industry can be established or when
established can continue and no art can grow to the di-
mensions of ours without the continued presence of the
individual who supplies the capital, the money, the financial
resources to the inventor and the engineer. Large and
•Abstract of a paper read at the annual convention of the Amer-
ican Institute of Electrical Engineers, Chicago, 111., June 27, 1911.
continuing supplies of capital are required for research,
for producing inventions, for the carrying out of the in-
ventions and the development through their period of in-
cipiency, of temporary failures and disappointments.
We should give to the promoter, to the capitalist, to the
man who is able to influence capital and to place it at the
disposal of the men of our profession, the credit that is
properly due him. The achievement of the electrical en-
gineer would not have been possible if it had not been
for the presence of the man with money who believed in
the commercial possibilities of our art as from time to
time developed and who produced the capital with which
to continue development of that art.
Our profession has indeed been fortunate in having had
associated with it from its inception men who were suffi-
ciently intelligent, courageous and far-sighted to see the
merit of the indentions and developments which from time
to time were produced and who had withal the faith and
the ability to continue to stand behind these inventions and
developments with their capital during that period which we
all know has taken place, when these inventions and these
developments were under criticism, were temporary failures,
and while only disappointing results were being reached.
During this period of disappointment, of hazard, during
this period of modifications from the original plans and
disappointments and changes, the man or corporation with
money was present to tide the infant invention or industry
over the shoals and hazards which surrounded it, and ex-
cept for the presence of men of the type of which I am
speaking, with their courage, their faith and their capital,
many of the inventions and developments of our profession
would have been buried in the grave of permanently dis-
appointed hopes and non-fulfilment.
To-day our art is developed. The products of the brains
of the electrical engineers are so well known, their com-
mercial utility is so thoroughly established, particularly in
the principal lines of our achievements, as to lead us to be
forgetful, perhaps, of that period which the older of us
recollect so clearly. This period, due partly to the crudity
of our own devices and the undeveloped condition of our
own inventions, due partly to the unstable condition of
the collateral features upon which we depended, such as
steam engines, boilers, water wheels and manufactured
articles, was a period attended with heart-breaking
anxieties not only to the inventor and engineer, but do not
forget that it was also a period of heart-breaking anxieties
and disappointment to the man who had invested his capital
in those things.
FRANCHISE TERMS
To-day there is a world of discussion regarding the
value of a franchise, the terms of a franchise, the privileges
it affords, the obligations it carries and the fraud which in
the minds of the public is supposed always to be inseparably
connected with anything bearing that name. There is much
comment, nearly always unfavorable, regarding the condi-
tions under which franchises for electric light and power
transmission companies and trolley roads have been issued.
If those who, probably with the best intentions possible, are
criticising these matters had gone through the experience
of the earlier days, they would change their opinions.
In those days franchises were given freely. ' Anyone
who applied for a franchise would receive it and, as a
rule, without burdensome restrictions. The community
which was favored by having capital build for its service
an electric light plant to furnish what it believed to be a
luxury and which otherwise it would not have had, or
a community which was favored by a company which in
return for a franchise would spend the money necessary to
change the cruel and totally inadequate intramural animal
transportation of that town or city to an electric transpor-
tation system, was properly and deservedly welcome.
Until recently the laws governing the ownership of the
July i,. 1911.]
ELECTRIC RAILWAY JOURNAL.
17
power in the stream were believed to be pretty fairly
understood along the lines handed down from our Anglo-
Saxon ancestors. The company or individual who came
into the community and produced the capital to develop
these streams was royally welcome and he was viewed
generally with some wonderment regarding his financial
obliquity. If a brief and unprejudiced study is made of
the history of these earlier electric light, trolley and
water-power companies, it will be impossible to depart from
the conviction that the persistence and courage of the pro-
moter and the capitalist who carried them through their
earlier periods of disaster and lack of credit is quite as
notable an achievement as that of the inventors and en-
gineers who introduced the physical and scientific part of
these enterprises.
This enterprise and this courage which heretofore have
been wisely fostered by the commonwealth have given the
United States of America the most universally extended,
the best operated public utility plants in the world. In
the vast majority of cases the service rendered by the cor-
porations is furnished to the public — with superior service
with its wide extensions — at less cost than in any other
country. Various contributing causes have produced this
result. Among these causes has been the natural inherent
courage and enterprise of the American. In addition to
this, however, have been the liberal franchise grants issued
in the past and the freedom from onerous restrictions both
for occupancy of streets and the purchase and development
of water-powers. A broad and liberal construction which
has justified the issuance of stock which would eventually
pay to the projectors and developers of these enterprises
when they became successful something in addition and
beyond a mere fair interest return on their investment has
also had a profound influence upon giving to our country
the best utility corporations of the world. Without these
features this development with its low charge to the public
could not have taken place.
ABUSES OF THE PAST
Abuses have taken place in the past on the part of the
corporations, on the part of the public served by the cor-
porations and on the part of the legislative and law ad-
ministering bodies. At the present time my opinion is that
both the public and corporations are reaching a common
meeting ground, requiring public service corporations to
be protected and regulated monopolies ; these corporations
to be governed as to their rates and to be protected from
competition by so-called "public service commissions."
With this doctrine as such, the public service engineer and
operator has no quarrel. We do file a plea, however, that
these public service commissions be composed of men of
character, men of ability, men who have accomplished
something in the world ; that these commissions be com-
posed of men who while fair and upright are conversant
with the business which, under the laws governing their
action, they are controlling.
The abuses which have undoubtedly taken place in the
dealings between the municipal bodies and the public ser-
vice corporations have been as distasteful to the corpora-
tions as to the public, and the cry of the corporations is for
a fair hearing, for an intelligent hearing, for fair recogni-
tion of the benefits they have conferred and a demand to
be relieved from the hardships and frauds which in many
cases they have suffered at the hands of politicians, a
partially educated public sentiment and the municipal gov-
erning bodies. It is believed that properly constituted
public service commissions, appointed for "good behavior,"
composed of high-class men, suitably paid and operating
under broad and liberal laws, will accomplish this much-
to-be-desired object.
The public should recognize that the so-called public ser-
vice corporations should be encouraged and fostered in-
stead of being strangled and discouraged. The widest
latitude should be afforded the operations of public service
corporations under monopoly and protection, and fair laws
administered by conservative and able public service com-
missions.
The electrical engineer must recognize that in 1 dition
to the multiplicity of duties he has been called ur o dis-
charge, he is now confronted with a new cU of re-
sponsibilities from which he cannot shrink. To .nese re-
sponsibilities he must give the best that is in him of ex-
perience, of fair-mindedness, of wisdom and of justice.
Old methods and old standards are passing away ; new
methods and new standards are demanded. It will be a
shame if the present crisis fails of a solution more rational
ana with less hardship and destruction than has attended
previous solutions of economic and social crises. Out of
the present controversies we must endeavor manfully and
fairly to bring a condition of justice to all concerned, and
in our share of duty in these matters we must make every
effort to be intelligent and not to be found wanting in fair
dealing and honesty between man and man, between cor-
porations and the public and between governing bodies and
corporations. Principal among these new responsibilities
which are being rapidly thrust upon our profession is mak-
ing appraisals to determine the value of the property of
a public service corporation.
APPRAISAL AS A BASIS FOR RATES
These values, in accordance with the unmistakable pres-
ent trend of the times, are to be made a basis upon which
are fixed the maximum rates which these corporations are
to be allowed to charge for service rendered. In the ma-
jority of cases the property to be appraised represents a
continuing growth or a construction period from its in-
ception. Much of the construction work we are called
upon to value is concealed from view, such as foundations
of buildings, foundations for machinery, submerged por-
tions of hydraulic construction, conduit systems and gas
pipes. In every case the structures or plants have been
built in "piecemeal" fashion. Almost every public service
corporation has started from a small beginning and added
to its plant continuously, and the finished structure to-day
represents construction work which has been continued
from the time the original property was created. In
meeting the questions to which the spirit of the times is
demanding answers, very properly a demand is made by
all parties to the controversy that absolute and entire frank-
ness and complete candor pervade the negotiations. Prop-
erly a period has been put to the practice of dissimulation
and trickery and misrepresentation on the part of the
public, the governing body and the corporation. From a
long experience I can state for my part that trickery and
dissimulation and unfair dealing in the past have been
fully as great on the part of the public and the governing
bodies, if not greater, than on the part of the corporations.
Following this proper demand for candor, I desire to call
attention to the painful fact that it is extremely rare for a
professional engineer or constructor in any branch of in-
dustry, in any branch of construction, to estimate the cost
of such construction with accuracy and that the practically
uniform experience has been that all such estimates have
proved woefully less than the cost of the completed project.
Every one of us whose duties require him either as a
principal or in an auxiliary capacity to be responsible for
the furnishing of capital to build any given public service
construction or to develop any given enterprise knows
full well from a long and painful experience that unless he
provides for indefinite excess charges or leaves some other
avenue of escape, the enterprise or construction when
finished will be burdened with a floating debt which seldom
is of small relative proportion. This debt is the difference
between the estimated cost of building the undertaking
and the actual cost as developed after the event. I be-
lieve there has not been a considerable piece of public
i8
ELECTRIC RAILWAY JOURNAL.
[Vol. XXXVIII, No. i.
service construction in recent years where the finished cost
complete has not overrun the estimated cost by a minimum
in a few cases of 10 per cent to 15 per cent to a maximum
in a majority of cases of a dangerously large percentage
which , ot infrequently has gone to an excess cost of 100
per 05
RESPONSIBILITY OF APPRAISAL
How careful, therefore, how fair-minded and liberal
should be the point of view of the professional engineer in
appraising the value of another man's or another corpora-
tion's property for the solemn and serious purpose of hav-
ing based upon his appraisal the return which that man
or that corporation is to be allowed to receive upon his
investment! It is unfair that an engineer or appraiser
who recognizes at the bar of bis own conscience that his
own estimates have been uniformly overrun should make
his appraisals without taking into consideration and man-
fully applying to his estimate his own factor of individual
inaccuracy, his own personal factor of nearly unfailing
underestimating.
If the profits to be allowed public service companies
were to be on a broad and liberal basis this feature would
be of less importance. The spirit of the times, brought
around partly by mistakes, by selfishness, by unfairness, on
the part of all parties to the contract, the tendencies of
the times, actuated to a degree by certain irresponsible
magazine writers, magazines and papers, and by certain
politicians, all tend to reduce the return of the public ser-
vice corporation to a low point. At best it would indicate
allowing the public service corporation, after paying its
operating expenses and depreciation charges, a distributable
sum equivalent to from 7 per cent to a possible 10
per cent upon its reproduction value, the higher percent-
age being rather hoped for than indicated. I think the
situation is one of the most momentous which confronts
our profession to-day. A large part, I presume 90 per
cent, of the activities of our profession have resulted from
the continuing growth and existence and development of
public service corporations.
Capital will leave any given field with great speed if
it finds that it is receiving an unfair or unjust recompense
or other fields offer greater inducements. Without capital
modern enterprise is impossible. The most beneficial use
of capital is to have it employed in developing new enter-
prises, extending existing enterprises, which in turn de-
velop and add to the wealth of the communities served.
The profession in which the members of this association
are engaged could not exist at all if capital withdrew its
support from enterprises depending upon the genius and
ability and conscientious effort of the electrical engineer.
Avoid the influence of the idea that the professional en-
gineer can get along without the services of capital.
Capital on its part must treat the public, the laboring man
and the professional man with fairness and liberality, with
more fairness and liberality than it has in the past. On
the other hand, the professional man, who from the nature
of his calling and its dignity carries a large influence in
the community in which he operates, must not forget the
close correlation between brains, labor and capital, and
neither through professional indifference or professional
jealousy allow himself to give capital an unfair hearing
or an unjust decision.
We must avoid the fallacy that only the physical portion
of a corporation's property is entitled to a value. Beyond
the naked physical value there is required a very large
and material sum to change that naked inert mass of
physical construction into a live, progressive, earning
entity. The omission of the cost of making a going con-
cern in addition to its naked physical value has been the
root and cause, in my judgment, of a large proportion of
the disasters which have overtaken enterprises in the field
in which we operate.
These remarks and more to the same effect apply to
the question of intangible values, and I hope the fullest
consideration will be given to them. These intangible
values generally embrace interest during construction, acci-
dents and insurance during construction, engineering
charges, supervision charges, and they should include pro-
portionately the tremendously large sums expended by pub-
lic service corporations in developing the business, in edu-
cating the public, and producing a sale of their commodity,
whose reflex effect in subsequent reduction of the operat-
ing charges should be considered as proper cost in the value
of the property. Further proper charges, of an absolutely
legitimate nature, to the intangible value account include
the legal expenses of organization and of putting the en-
terprise on its feet, the discounts on securities sold or
brokerage paid for finding of the capital, and, particularly
in the case of the older companies, the large sums spent in
absolute good faith in what was really a period of experi-
menting to obtain the best apparatus, the best systems and
methods adapted to the requirements of the company that
happens to be in question. Due regard should always be
given to the added cost of piecemeal construction which has
been an unfailing incident of all of these corporations.
In all fairness it should include the losses due to ob-
solescence and the discarding of workable machinery long
before its life had been exhausted, this discarding being
for the purpose of keeping pace with the times and in
the last analysis for the better serving of the public.
There is a tendency, I hope a diminishing tendency, to
be unfair to public service corporations and to be entirely
oblivious of the hazards and risks they have incurred in
the building of their business and to be forgetful of the
profound importance and great benefit they have been to
the communities they serve.
A recent example, and a very pertinent one, of this ten-
dency to be unfair has occurred in the appraisal of the
value of one of the largest utilities in a large Western city.
It was found that a material part of the distributing system
of this company was now under paved streets, but that,
due to the enterprise or necessity of the company in the
past, a part of its underground system had been placed
in the streets in question before they were paved; that is,
the paving above this underground system on a material
portion of the company's property had taken place after its
distribution system was in the ground. The ruling of the
body making this appraisal was that this company was not
entitled as a part of its value to the cost to which it would
have been put of placing this distribution system under the
paved streets, and the difficulty of sustaining this ruling is
plainly evident from the fact that wherever this company
has put its distributing system underneath paved streets,
or where it is doing it to-day, the cost of that paving has
applied to this company and is allowed as a part of the value
of the plant. It would be hard to conceive of a more direct
effort to discourage enterprise than this particular ruling.
We all believe we are approaching a far better under-
standing between all parties concerned on these questions
than has existed in the past. The effort of all of us must
be by conscientious effort, by candor and sincerity to bring
around this better condition.
The Berne power station in the Berne Highlands has
just been put into operation. The water power of the
Kander River is utilized for the operation of turbo-gener-
ators of from 9000 to 12,000 hp. It is intended to use the
power in the form of high-pressure single-phase alternating
current for the working of the Lotschberg Railway, and
perhaps also for other lines. It is assumed that the federal
railway authorities will soon approach the question of the
conversion of the St. Gothard Railway to electric traction,
as otherwise the stream of tourist traffic will presumably
be diverted to the new Lotschberg-Simplon Railway.
July i, 1911.]
ELECTRIC RAILWAY JOURNAL.
LO
ELECTRICAL OPERATION OF THE WEST JERSEY &
SEASHORE RAILROAD *
BY B. F. WOOD
A general impression prevails that operating officers of
railroads will not consent to the publication of their oper-
ating costs. This to some extent may be true, but where
such figures are correctly understood and properly used
there should be no objection to their publication. When
the question of presenting certain data pertaining to the
operation of the electrified portion of the West Jersey &
Seashore Railroad before the American Institute of Elec-
trical Engineers was discussed with the management of
the Pennsylvania Railroad, the reply was made that not
only would the information be furnished, but that it would
be a pleasure to have such information made public through
the proceedings of the Institute. The data included in
this paper were taken direct from the operating records
^MAURICE RIVER
'0Corson's Inlet
'ATLANTIC
Sea isle city
DELAWARE I I / gSfomimsend-s Inlet
CapeMa/c.H.cf <f\ ^avaloa
JC '4C ^Yffl*™* HARB0R
OCEAN
ngleseu
OULV BEACH
MAP OF THE
West Jersey and Seashore
RAILROAD SYSTEM
w_ ^^Steam Lines
«— Lines Electrified
West Jersey & Seashore — Map of Steam and Electric
Divisions
and no effort was made to curtail or to modify them in
any respect. No attempt has been made to analyze or
compare the data with any that have heretofore been pre-
sented.
No detailed description of the construction used in the
electrification of the West Jersey & Seashore Railroad
was thought necessary for the purpose of this paper. A
complete description was published in the Street Railway
Journal for Nov. 10, 1906, and Oct. 12, 1907. The ac-
companying map shows the electric lines and the steam
lines which are operated by the West Jersey & Seashore
Railroad.
The portion of the line which is electrically operated
extends from Camden, via Newfield, to Atlantic City, a
'Abstract of a paper read at the twenty-eighth annual convention
of the American Institute of Electrical Engineers, Chicago, 111., June
26-30, 1911.
distance of 64.6 miles; and from Newfield to Millville, a
distance of 10 miles. With the exception of the Millville
branch, which is a single-track railroad, the line is double-
tracked, with a third-track extending for a distance of about
6 miles north from Woodbury.
This portion of the West Jersey & Seashore Railroad
was originally operated by steam and was a single track
line south of Newfield. In the latter part of the year 1905
it was decided to electrify. The work was undertaken in
TABLE I.— COST OF CONSTRUCTION
Power Stations:
Building, stacks, coal and ash handling machinery .... $354,000
Equipment 640,900
Total $994,900
Transmission line 241,500
Substations:
Buildings $72,000
Equipment 419,560
Total 491,560
Third-rail 557,636
Overhead trolley 80,500
Track bonding 102,659
Cars 1,135,900
Car repair and inspection sheds 46,674
Right-of-way, additional 592.100
Reconstructing tracks 763,800
Constructing new tracks 2,071,000
Terminal facilities and changes at stations 252,400
Signals and interlocking plants 561,900
Changing telegraph and adding telephone facilities 105.100
Fencing right-of-way, cattle guards, etc 88,400
Miscellaneous items 44,200
Total $8,130,229
UNIT COST OF ELECTRIFICATION.
Power station, cost per kw $110.00
Transmission line, cost per mile 3,485.00
Substations, building and equipment cost per kw 28.90
Third-rail, cost per mile 4.235.00
Overhead trolley, cost per mile 4,120.00
Track bonding, cost per mile 684.50
Cars, including electrical equipment each 12.214.00
December, 1905, and had progressed to such a point that in
the early part of July, 1906, the first train was moved elec-
trically. Regular operation by electric service was estab-
TABLE II— COST OF OPERATION OF ELECTRIC LINES IN
CENTS PER CAR MILE, 1909-1910
Year 1909
a°
pairs
aintenan
Tient Co?
ic Power
r Shoes.
Service
ng Costs
c
g
o
6
S
c
Supplies
Expenses.
otal.
Expense:
Expenses
,es. Tota
ige Cars
Train.
■3 6
S ft
o
a w
H
i
Rep:
Equip
Pass
Other
of Equ
E "
>m
s
H
01 —
5
Tota
U
> ft
<
January.
1.06
2.05
0,48
4.78
1 1 5 1
0.93
1.53
1.20
12.53
10.25
22.78
279.210
3.113
February
1.07
2.42
0.38
4.63
0.51
0.91
1.49
1.22
12.63
10.99
23
258.130
3.163
1.18
1.97
0.3.5
4.99
0.52
0.99
1.65
1.18
12.83
10.17
23.1X1
279.193
3.092
1.26
2.03
0.25
4.43
0.46
0.89
1.40
0.61
11.32
9.14
20.46
317,963
3.483
0.84
1.73
0.26
3.98
0.44
0.88
1.45
0.45
10.03
9.18
19.21
318.006
3.482
June
0.40
0.68
0.31
3.58
0.25
0.86
1.41
0.42
7.91
9.35
17.26
339,294
3.530
July
0.33
0.44
0.12
2.82
0.20
0.80
1.25
0.40
6.36
6.95
13.31
478.203
3.669
August... . ...
0.28
0.40
0.14
2.75
0.20
0.75
1.18
0.36
6.06
6.29
12.35
517,223
3.921
September. . . .
0.43
0.67
0.14
2.75
0.25
0.83
1.32
0.42
6.81
6.87
13.68
428,571
3.584
October. .....
0.64
0.71
0.24
'3.84
0.31
0.92
1.53
0.62
8.81
10.21
19.02
307,825
3.046
November.-. . .
0.52
0.39
0.29
3.35
0.29
0.95
1.70
0.82
8.81
9.30
18.15
291,816
3.327
December ....
0.87
1.08
0.29
12.31
30
1.00
1.72
1.30
18.87
15.05
33.92
292.175
3.318
Avg, per mo . .
0.68
1.10
li 25
4.30
0.33
OSS
1.44
(1 69
9.67
9.08
Is 75
4.107",609
3.457
Year 1910
0.86
1.03
0.67
4.59
n 46
0.96
1.64
2.24
12.45!
7.22
19.67
292,523
3.169
February
0.79
1.78
0.33
5.38
0.50
0.97
1.48
1.07
12.30
12.44
24.74
262,488
3.137
March
1.04
1,13
0.28
3.87
0.48
0.88
1.51
0.89
10.08
12.91
22.99
333,252
3.445
April
0.62
0,76
0.31
4.57
0.49
0.97
1.62
0.70
10.04
11.55
21.59
302,463
3.344
May. ..,.„, , .
0.57
0.78
0.24
2.78
0.48
0.89
1.41
0.44
7.591
9.92
17.51
351,994.
3.651
June
0.79
0.67
0.24
2.80
0.45
0.97
1.62
0.58
8.12
10.13
18.25
375.023
3.406
July.........
0.44
0.46
0.18
2.47
0.34
0.89
1.39
0.36
6.53
6.66
13.19
565,787
3.641
August. ."
0.29
0.57
0.15
2.48
0.33
0.85
1.38
0.37
6.42
5.62
12.04
594.852
3.811
September. . ...
0.37
0.54
0.21
2.71
0.39
0.85
1.42
0.42
6.91
7.34
14.25
487,543
3.771
0.73
1.19
0.28
3.05
0.47
0.91
1.69
0.52
8.84
12.34
21,18
339.789
3.564
November. . . .
1.40
2.45
0.47
3.71
0.51
0.96
1.71
0.54
11.75
10.58
22.33
311,882
3.379
December. . . .
0.63
1.94
0.21
3.93
0.51
0.93
1.71
0.74
10.60
12.13
22.73
334.936
3.494
i Avg. per mo . .
0.66
1.01
0.27
3.33
0.43
0.91
1.52
0.67
8.80
9.39
18.19
4,552,532
3.518
lished in September of the same year. The direct-current
over-running third-rail system operating at 675 volts was
chosen for this installation.
CONSTRUCTION DETAILS
In order that the accompanying statements of cost of
operation and detentions to train service may be more
readily understood, the following general data relating to
the electrified sections are a:iven :
20
ELECTRIC RAILWAY JOURNAL.
[Vol. XXXVIII, No. i.
The track consists of ioo-lb. and 85-lb. rails. The total
length of single track, including sidings, is 150 miles. The
power station is located at Westville, N. J., on Big Timber
Creek, 5.6 miles from Camden Terminal. Its rated ca-
pacity is 8000 kw. It contains four 2000-kw, 6600-volt,
TABLE III— COST OF MAINTENANCE OF TRANSMISSION SYS-
TEM, 1910
High
Overhead
Third
Running
tension
trolley
rail
track bonding
Per
P
Per
Per
Total
mi
le
Total
mile
Total
mile
Total
mile
January .
$142 96
$2
04
S690
84 $35
32
$492 96
i2
74
$26 67
$1.51
February . .
409 74
5
85
266
38
13
62
580 80
4
41
562.82
3 75
March. . .
198 62
2
84
381
28
19
49
495 . 55
3
76
39 26
26
April .
403 44
5
76
446
57
46
71
745.16
5
26
30 24
0.20
May
256 14
3
66
291
51
30
49
1,126.40
7
95
190.05
1 27
123 21
1
76
864
62
'10
44
957.42
6
75
312 08
2 08
July..
167 90
2
40
393
62
41
17
818 29
5
77
494.79
3 30
August. . . .
357 20
5
K)
317
49
33
21
1.631 72
1 1
51
32.99
22
September.
508 51
7
26
389
73
40
77
838.87
5
92
202 . 05
1 35
October.. . .
604 93
8
64
245
75
25
70
647 27
4
57
98 66
66
November .
171.58
2
45
363
35
38
01
11.062.98
7
50
189 83
1 .26
December .
100 34
1
43
244
02
25
52
1,466 71
10
35
125.03
83
Year
-3.444.57
4.
10
4.895
16
36
70
10.864. 13
6
46
2,445.72
1.36
tCredit for scrap 58.75
three-phase, 25-cycle Curtis turbo-generators with separ-
ately driven exciters, and three blowers, with a capacity
of 20,000 cu. ft. of air per minute each. The boiler room
contains sixteen Stirling water-tube boilers of 358 hp each,
TABLE IV — DETENTIONS TO ELECTRIC TRAIN SERVICE, 1909
Transportation.
Boat connection '. , . .
Baggage, express and mail . . .
Heavy travel \
Collecting tickets
Train connections
Traffic ahead
Held at signal
Stops on order
Fast schedule
Picking up and cutting off cars.
Fog
Signal lailure
Accidents
Obstructions
Miscellaneous. . ,
Train detentions, number, time
and per cent for various causes
Number of
detentions
51
1898
1232
72
977
1723
1390
73
34
411
41
208
26
33
283
Total transportation.
Motive power.
Power house trouble
High tension line trouble
Lightning
Overloads in substations
Third rail shorts
Third rail out of place
Third rail anchor on fire
Third rail protection out of
place
Trolley wire trouble
Train equipment.
Total motive power.
Weather Conditions.
Snow, head winds, wet rail.
Sleet on third rail
Total weather condition .
Grand total
4s:,_'
16
14
12
11
3
1
1
1
253
237
Per cen
of
total
0.553
20 . 575
13.355
0.781
10.591
18 677
15 068
0.791
368
4.455
0.444
2.255
0.282
0.358
:-; or,s
91 .621
178
47 '
9225
(I WA
0.162
0.130
0.119
0.032
0.011
0.011
0.011
2.742
2.569
5.940
1.929
0.510
Minutes
detention
I Per cent
of
total
180
8373
4612
334
5517
7842
4767
165
57
1312
127
860
261
194
1427
:-;oojv
69
81
47
61
14
1
1920
1568
0.403
18 749
10.328
0.748
12 354
17.561
10.675
0.369
0. 128
2 938
0.284
1.926
0.584
0.434
3 196
Car miles
per minute
detention
vii 1,7/
4043
812
0.155
0.181
0.105
0.137
0.031
0.019
0.011
0.002
4.299
3.511
8 451
9 054
1.818
22.815.36
490 . 47
890 45
12.295.70
744.38
523 . 68
861.50
24.889.49
72,048 50
3,130.15
32,336.73
4.775.31
15.734.73
21.168.89
2,877.90
113.98
59,518.30
50.700.80
87.377 90
67,324.00
293.340.40
513,345.13
821,353.00
4.106.765.00
2,138.94
2.619. 11
1,088. 17
1,015.77
5,057.59
Total car mileage.
Car miles per detention
Car miles per minute of detention .
4.106,765
445.18
91.96
equipped with superheaters. Fourteen of the boilers are
equipped with Roney stokers and two are equipped with
Taylor stokers.
The alternating current, which is generated at 66oo
volts, is stepped up in the power house by means of
twelve 700-kw single-phase transformers to 33,000 volts.
It is transmitted to the substations over transmission lines-
TABLE V— OPERATING AND MAINTENANCE COSTS OF SUB-
STATIONS, 1910
T
or eight substations
Substation
output
Cost
kw-hr.
per
675 volts
Operation
Maintenance
Total
kw-hr.
direct-current
January
$1,573 82
$373 10
$1,946.92
$0 001136
1.655,800
February
1,601 78
147.39
1,749 17
001157
1.460,200
March."
1,618.16
174 27
1.792 43
001035
1,678.400
1.728 98
275.64
2,004 62
001251
1.554,900
1,760 46
370 91
2,131 37
001267
1,635,900
1 ,794 44
432.55
2,226 99
001310
1,655,600
July
2,006.97
317.62
2,324.59
001047
2,175,700
August
1,751 03
194 13
1,945 16
0.000811
2,349.000
September. . . .
1,776.14
903.45
2,679.59
001285
2,035.200
October
1.744 23
145 99
1,890 22
001069
1,712,100
November. . . .
1,750.62
142.23
1,892 85
000986
1.860.100
December
1,745 68
130.02
1,875 70
000829
2,199,400
Year
$20,852.31
$3,607.30
$24,459 61
$0 001082
$21,972,300
69.3 miles long, which consist of two duplicate circuits, Y
connected and having the neutral phase grounded. The
wires are No. 1 B. & S. gage, hard-drawn solid copper.
The transmission line poles are chestnut, 45 ft. high and
spaced 125 ft. apart. A ground wire for lightning protec-
tion is strung on the top of the poles 4 ft. above the nearest
wire. The signal line and the lighting circuit also are
carried on the transmission line poles.
There are eight substations between Camden and At-
lantic City. These substations contain from two to three
rotary converters and their total rated capacity is 17,000
TABLE VI — POWER GENERATION AND DISTRIBUTION DATA,
1907-1910
January. . .
February.
March. .
April
May
June . ...
July ...
August ...
September
October. .
November.
December.
Av. for year .
Alternating Current kw-hr
Power Station Output
Cost in Mills
per Kw-hr. Output
Lb. of Coal
Kw-hr. Output
Efficiency Power Sta.
Bus to Substation Bus
Alternating Current Kw-hr.
Power Station Output
Cost in Mills
per Kw-hr. Output
Lb. of Coal
Kw-hr. Output
Efficiency Power Sta.
Bus to Substation Bus
1,911.600
8
83
3
91
72.6
2,009.600
6 10
3
49
73.3
1.691.500
7
95
3
63
74.5
1,913.100
6.35
3
55
73 6
1.583,000
7
76
3
96
71.5
1,873,300
6.17
3
46
72 3
1,464.300
7
43
3
95
74
1,836.200
5.86
3
45
71 8
1,400,400
6
81
3
53
72. 1
1,744.900
6.06
3
40
69.6
1,395.700
7
65
3
98
70.6
1,707,500
5.91
3
52
74.8
1,938,100
6
05
3
65
71.6
2,104.300
5.43
3
37
75.6
2,082.000
6
00
3
43
71.6
2,268.000
5.43
3
18
75.8
1.855,300
6
07
3
46
71.7
1,849,200
5.76
3
18
74.7
1,849,800
5
99
3
53
82.8
1.786.700
5.78
3
25
72.8
1.893,600
5.86
3
51
71.3
1.802,000
5.78
3
35
74.7
2.053,600
6
00
3
51
72.5
1,993.000
5.80
3
25
76 2
1.759.900
6
80
3
67
72.2
1,907,300
5.92
3
37
73.8
January
1.959.700
.:.
67
3.23
76
1
2,131,000
5
15
3.31
81
8
February
1 ,756,500
5
71
3 25
76
1
1,865,300
5
73
3 46
82
4
March
1.903,600
6
04
3.33
76
1
2.168,600
42
3.27
81
3
April
1,869,300
5
90
3.27
75
2,031,400
5
62
3.22
80
1
May
1.788.800
5
65
3.26
75
5
2,115,900
5
25
3.27
79
5
June
1.749.200
5
77
3.22
77
7
2,167.500
5
68
3. 14
80
3
July.:
2.426,000
5
21
3.25
78
2,784,300
5
88
3. 16
82
5
August
2,324.400
5
27
3 34
81
5
3,088,300
5
11
3.06
80
7
September.. . .
2,056,100
5
28
3.34
80
3
2,590.400
5
17
3.31
82
9
October
1,836.600
5
40
3.27
80
1
2,229,000
5
48
3.17
80
8
November.. . .
1,869.500
5
49
3.41
80
7
2,381,500
5
19
3.29
81
9
December. . . .
2.154,800
5
42
3 41
81
2r759,300
5
31
2.39
83
4
Av. for year. .
1,962.600
5
55
3 30
78
4
2,359,400
S
42
3.25
81.6
kw. They convert the alternating current into direct cur-
rent at 675 volts.
Of the 150 miles of single track, 141.73 miles are equipped
with third rail, which is Pennsylvania Railroad standard
July i, 1911.]
ELECTRIC RAILWAY JOURNAL. | ^ U 2. ^ 2I
section and composition, weighing 100 lb. per yard. The
third rail is of the top contact type and for the most part
is unprotected. It has a conductivity equal to 1,200,000
circ. mil of copper. No feeders are used in connection
with the third-rail. In the approach of the Camden ter-
minal 9.55 miles of single track are equipped with over-
head trolley. A No. 0000 grooved copper wire supported
22 ft. above the rails with span wire construction is used.
The car equipment consists of 79 motor coaches having
a seating capacity of 58 passengers each; two combination
passenger and baggage motor cars, having a seating ca-
pacity of 36 passengers each ; six baggage and mail motor
cars and six baggage motor cars. The coaches weigh
94,500 lb., or 1630 lb. per passenger seat. The electrical
equipment of each car consists of two 200-hp G.E. motors
Superintendent
I
FrtTr. Pass. Road foreman Master
Master Tr. Master Engines Mechanic
Div. Div.
Engineer Operator
I
Foreman elec. cars Line foreman
1 Clerk 7 Patrolmen
10 Inspectors 17 Repairmen
1 Foreman car barn
1 Air br. inspector
2 Contactor insp's
2 Truck repairmen
1 Armature inspect.
1 Armature winder
1 Blacksmith
4 Machinists
3 Wiremen
L Babbitt worker
7 Carpenters
16 Car house helpers
1 Janitor
1 Watchman
14 substation operators
1 Relief operator
1 Substation repair-
man
Foreman power house
1 Clerk
1 Storekeeper
1 Boiler room eng.
3 Water tenders
6 Firemen
4 Coal passers
1 Boiler room repmn.
1 Tower man
4 Helpers
1 Conveyorman
3 Watch engineers
3'Switchboard opers.
3 Turbine oilers
2 Auxiliary opers.
3 Auxiliary wipers
2 Repairmen
1 Machinist
1 Bricklayer
1 Blacksmith
1 Blacksmith helper
West Jersey & Seashore — Organization of Electric Division
with type M multiple-unit automatic control. The gear
ratio is 29 -.46. Fifteen steel coaches having a seating ca-
pacity of 72 passengers have recently been authorized.
These cars will weigh 103,500 lb., or 1445 lb. per pas-
senger seat.
Table I on page 19 shows the cost of construction in
connection with the electrification and includes the cost
of work made necessary by electrification. It will be noted
that the electrification costs represent less than half of the
total cost involved in the change of motive power.
ORGANIZATION
With the introduction of electric service the organization
of the road was not changed, but was expanded to provide
for the new duties. A chart of the motive power organiza-
tion is reproduced, which shows the number of employees
engaged in the various departments.
COST OF OPERATION AND MAINTENANCE
The cost of operation and maintenance of the Westville
power station for the year 1910 was $153,449.79. The
total net output of the station was 28,312,500 kw-hours,
making the total cost per kw-hour equal to 0.542 cent. The
cost of operation alone was $136,324.66, or 0.481 cent per
kw-hour. The largest items of operating expenses were
labor, $29,170.42; and coal, $102,715.31. The coal used
cost $2,235 P er ton °f 2000 lb. and one kw-hour was pro-
duced from 3.246 lb. of coal. The maximum monthly out-
put of the station was 3,088,300 kw hours in August and
the minimum was 1,865,300 kw-hours in February.
Table II shows the cost of operation of electric train
service for the years 1909 and 1910 in cents per car mile.
The table also shows the total car miles per month and the
average number of cars per train. The heading "Other
Expenses" in this table includes the cost of maintenance
of way and structures, dispatching trains, telephone and
telegraph, crossing gatemen and all traffic and general
expenses.
Table III shows the cost of maintenance of the trans-
mission system, which includes the high tension lines, over-
head trolley, third-rail and track bonding.
Table V shows the operating and maintenance costs
of the substations, together with their total output in kw
hours. The total substation output for the year is only
21,972,300 kw-hours, as compared with a power station
output of 28,312,500 kw-hours.
DETENTIONS TO TRAIN SERVICE
A detailed statement of the detentions to electric train
service for the year 1909 is given in Table IV. This table
includes detentions to trains from all causes. The column
headed "Number of Detentions" shows the number of
trains delayed, while the column headed "Minutes' De-
tention" shows the total train minute detentions for each
cause.
In 1909 the failures of car equipment were responsible
for total delays of 1568 minutes. The number of car miles
per detention in that year was 17,328 and the number of
car miles per minute detention was 2619. In 19 10 the total
number of delays due to failures of car equipment was 314
and the total detentions were 1694 minutes. In the latter
year the car miles per detention were 14,497 and the car
miles per minute of detention 2687.
(A complete tabulation of the causes and duration of de-
lays due to failures of car equipment for the years 1909
and 1910 was included in the paper, but is not reproduced. —
Editors.)
The paper also included a complete tabulation of the re-
newals of such parts as third-rail shoes, brake shoes, fuses
and other details of equipment. From this table it appears
that the average life of third-rail shoes was 24,020 miles
and the average life of brake shoes was 5976 miles.
Table VI shows by months for the four years from 1907
to 1910 inclusive some data relating to the generation and
distribution of power. An improvement will be noted in the
reduction of cost of power as well as a reduction in the
coal consumption per kw-hour. The most marked im-
provement, however, is shown in the efficiency of transmis-
sion and conversion, which is accounted for by the fact
that the operation of the substations is followed up with
care so as to minimize the idle operation of rotaries.
DEPRECIATION AS RELATED
PROPERTIES "
TO ELECTRICAL
BY HENRY FLOY
The courts repeatedly use "fair value" as the only one
which should be recognized, and it is this value that the
engineer must bear ' in mind when estimating depreciation.
Fair value includes something in addition to physical val-
ues, in which the engineer is primarily interested.
There is much evidently sincere but nevertheless mis-
taken opposition to the application of any principle of de-
preciation in determining the value of going properties;
and yet a consideration of what depreciation — if any — ■
has taken place in the physical property of every cor-
poration must be had, in order to obtain a safe — though
it may be only approximate — indication as to proper or
improper capitalization.
APPLICATION OF TERMS
Depreciation. — Webster defines "depreciation" as the
"act or state of lessening the worth of," and in this sense
it: will be used by the writer regardless of the source or
method of worth reduction, or by what means it may or
may not be removed.
Physical Value. — This includes primarily "those things
which are visible and tangible, capable of being invento-
ried"; but, secondarily, certain non-physical charges "which
are an inseparable part of the cost of construction but
which do not appear in the inventory of the completed
property." These secondary values are expenditures for
such items as engineers' and architects' fees, administra-
*Abstract of paper read at (he twenty-eighth annual convention of the
American Institute of Electrical Kin 1 ineers, Chicago, HI., June 27. 1911.
22
ELECTRIC RAILWAY JOURNAL.
[Vol. XXXVIII, No. i.
tion expenses chargeable to construction and provision for
various incidentals and contingencies, incomplete inven-
tories, unforeseen requirements, etc.
Development Expenses, Intangible or Overhead Values.
— Development expenses generally cover most or all of the
following expenditures :
1. Legal and other expenses of preliminary promotion,
incorporation and organization, procuring consents of
property owners, condemnation proceedings, obtaining
franchises, consents and certificates from public service
commissions and other public bodies, title examinations
and insurance.
2. Technical expenses in connection with preliminary
work, surveys, expert estimates, etc.
3. Interest on capital and bond issues, wages of superin-
tendence and administration not chargeable to construc-
tion ordinarily necessary in connection with putting a
property in going order ; and also sometimes the deficiency
in operating expenses and taxes until the property is put
on a paying basis.
4. Taxes which must be paid until the property is com-
pletely a "going concern."
5. Discounts on securities, brokerage or other customary
and necessary expenditures in connection with financing
such an undertaking and marketing securities.
6. Reasonable promotion profit, possibly also compen-
sation for risk of capital, estimated at 5 per cent to 10 per
cent of the cash investment.
Development expenses are not ordinarily depreciated in
the same way as the physical property, though some au-
thorities have indicated that such procedure is proper. De-
velopment expenses may well be amortized. The rate of
amortization might well be based on the life of the se-
curities, whereas the depreciation of the physical property
would have to be based on its rate of deterioration through
life, which the Wisconsin commission reports to average
for electric lighting properties 17.46 years, telephone
plants 11.24 years, and electric railways 18.02 years.
Original Cost. — This refers to the actual amount of
money paid fur the physical property including original
construction plus all additions since that time.
Cost to Reproduce New, or Cost of Reproduction. — These
terms refer to an estimated value based on the cos* of
reproducing the physical property new, on the basis °oi
prices current at the time of estimate — prices that fluctuate
considerably are averaged for five years preceding — and
includes everything that can be inventoried.
Scrap Value. — All physical property unless offset in
whole or in part by cost of removal, has a certain scrap
or junk value beyond which there is no depreciation.
Wearing Value. — If from the cost — taken on whatever
basis is determined to be the correct one — there is sub-
tracted "scrap - ' or "salvage" value of given physical prop-
erty, the remainder is a value known as "wearing value,"
which will deteriorate and entirely pass away.
Service Value. — Physical property honestly and intel-
ligently purchased with a view to its suitableness for the
service intended, aside from some hidden defect or un-
toward accident, maintains its original value practically
throughout its life except for such deterioration as results
from wear and tear or deferred maintenance. Going value
may or may not accrue in addition to and over and above
service value. Going value relates to establishment of
earnings while service value exists regardless of earnings.
Present Value. — The more frequent application of the
term is to that value obtained by deducting from "original
cost" or "cost to reproduce new" the accrued deprecia-
tion, which may be either absolute depreciation or the sum
of both absolute and theoretical depreciation. Apprecia-
tion as well as depreciation must be considered in deter-
mining "present value" as indicated by the Supreme Court.
(Wilcox vs. Consolidated Gas Company, 212 U. S., page
52.)
Going Value. — This refers to an estimated worth recog-
nized by the highest courts and ingeniously figured and
allowed for by at least one State commission in connec-
tion with a wise expenditure made in increasing the bus-
iness of an established plant.
Good Will.- — A monopoly, as is generally admitted, has
no good will which can be evaluated, and the courts have
sustained this view.
Franchises. — The present tendency, largely by reason
of legislative enactments, is to prohibit the capitalization
of franchises beyond the absolute expenditures made in
good faith in obtaining said franchises.
CLASSES OF DEPRECIATION
The subject of depreciation from an engineering stand-
point practically divides itself as follows:
Wear and Tear, or Maintenance. — This includes such
depreciation as may ordinarily be removed or offset by
proper expenditures at such time as the worn-out parts
may be economically replaced.
Age or Decrepitude. — Depreciation of this sort is due to
the aging of apparatus that usually has a life extending
over a period of years.
Inadequacy or Supersession. — When street railway ser-
vice has increased to such an extent that many and fre-
quent small single-truck cars are required to do the work
that can be done by larger double-truck cars at less cost
and with less interference with street traffic, both economy
and necessity compel -superseding the smaller equipment
by the larger, and thus, through inadequacy, investment in
the smaller equipment is depreciated before the property
is worn out or becomes decrepit. Furthermore, the intro-
duction of heavier cars may make inadequate the rails and
carhouses.
Obsolescence. — Obsolescence means the depreciation of
property through the development of something newer and
either more economical or more of a fad. By reason of
rapid advance and development in the art, obsolescence
has heretofore probably caused the greatest expenditure
for depreciation account, unless it is wear and tear; but
as time goes on obsolescence may become a less im-
portant factor, though it would probably be at the cost
of improvements and development.
Deferred Maintenance. — The several classes of depre-
ciation hereinbefore referred to assume that the property
will be kept in good operating condition and efficiency.
Deferred maintenance is only another term for neglect and
always reflects to the discredit of the management or the
financial ability of a corporation.
"absolute" and "theoretical" depreciation
Where property is no longer of service it must be de-
preciated down to the value at which it may be sold, even
though that value is as low as scrap value. On the other
hand, apparatus that is in use and rendering a service
economically may. for the purpose for which it was in-
tended, be as valuable as when originally installed, al-
though its age may be approaching the limit of its life.
The erroneous application of rates of depreciation in
the attempt to determine present commercial values is
fairly common, one of the most notable cases, because of
the large amounts of money involved, being that of the
Public Service Commission of New York, First District,
in the matter of the Third Avenue Railroad reorganiza-
tion.
The "straight-line" method of depreciation has been
more largely used than any other, probably because the
life of much apparatus is brief; and, furthermore, the
application of this method is the most simple, direct and
easily understood, and hence favored by the legal frater-
nity and a large proportion of the members of public utility
commissions, many of whom, not technical men, naturally
incline toward the more easily appreciated elements of
the questions which they are compelled to consider and
discuss.
July i, 1911.]
ELECTRIC RAILWAY JOURNAL.
23
As indicating the possible error in attempting to esti-
mate "theoretical" depreciation, it is frequently found that
the length of life assumed has been greatly surpassed by
apparatus which is still giving reliable and satisfactory
service. For apparatus still giving satisfactory service
after the expiration of its assumed life it is only fair in
estimating theoretical depreciation to allow a value greater
than scrap value. The minimum value of all types of en-
gines, boilers, pumps, heaters, condensers, line transform-
ers and shafting is, at present being taken by the Wis-
consin commission, for example, at 25 per cent ; generators,
motors, rotaries, arc lamps, wood and iron poles, 20 per
cent; station transformers, 40 per cent; storage batteries,
35 per cent, and switchboard instruments and electric me-
ters, which must be kept in a high state of repair, 80 per
cent, as the minimum percentage of reduction in cost for
apparatus still in use though theoretically "dead."
DEPRECIATION ACCOUNTS OR RESERVE FUNDS
For a small company or where relatively large propor-
tions of the invested capital are locked up in few or single
pieces of property, it is preferable to accumulate, in ad-
vance out of operating income, reserve funds from which
to provide for all classes of depreciation. But such method
may be unnecessary and possibly an inexpedient account-
ing complexity with large corporations, where the invest-
ments in any single piece of physical property are small
relative to the total investment. In brief, where the prop-
erties are large enough depreciation becomes only normal
wear and tear, but in any case operating expenses should
be made to provide for ultimate loss in value, whether re-
serve funds are accumulated or all depreciation is charged
to the "wear and tear account." It is on this theory that,
a large property having numerous physical elements, all
deterioration becoming simply "wear and tear" and a part
of operating expenses, the receiver of the Third Avenue
Railway in New York City declines to obey the order of
the Public Service Commission and provides no depre-
ciation fund whatever, simply removing deterioration when
it occurs and charging it as maintenance in operating ex-
penses.
It has been the too frequent practice in the past to re-
gard wear and tear as the only elements of depreciation
chargeable to the operating expense and to charge capital
account in whole or in part with expenditures for age,
inadequacy and obsolescence. The error of this procedure
is now almost universally recognized and the injustice of
such improper handling of depreciation to both the investor
and the public served is clear.
APPLICATION OF DEPRECIATION
There has been such marked development and improve-
ment in all mechanical appliances, particularly along
electrical lines, that inadequacy and obsolescence have
usually come into effect before age, and, in consequence,
knowledge of the depreciation of all electrical properties
due to age has not yet been fully established.
The determination of depreciation due to inadequacy and
obsolescence is a particularly delicate matter, it depends
so largely on local conditions and especially upon individual
judgment and equipoise. Inadequacy and obsolescence
usually develop so quickly that very frequently the property
in question becomes inadequate or obsolete within a few
weeks or months, and has depreciated to scrap value almost
as soon as these classes of depreciation are recognized; a
space of time entirely too brief in which to apply ordinary
methods of offsetting depreciation.
Information should be collected so as to make clear the
causes of depreciation and the rate at which it has
progressed. For example, wear and tear would probably
have to become subdivided into maintenance and accident.
Obsolescence might be divided so as to show whether the
obsolescence was caused by city ordinance or the invention
of new apparatus. In obtaining age depreciation, care must
be exercised that the apparatus is abandoned through ex-
haustion of life, not through inadequacy or obsolescence.
In determining the total amount of deterioration due to
inadequacy and obsolescence, only those elements of the
property which have clearly and unequivocally so depreci-
ated should be written off to this account. On the other
hand, in determining the rate of depreciation for making
provision covering inadequacy and obsolescence, the engi-
neer should be sure to provide a rate high enough to take
care of these classes of depreciation out of the operating
income.
As the United States Bureau of Internal Revenue pro-
vides that reduction in value authorized for depreciation
"shall include all expense items under the various heads
acknowledged as liabilities," it will be seen that the proper
understanding of the question of depreciation is a vital one
for those connected with corporation management, because
if no depreciation fund is set up nothing can be included in
the cost of operation as necessary to provide for deprecia-
tion, as would be essential in a case involving rate regu-
lation, for example. Moreover, the State public service
commissions are now generally requiring depreciation ac-
counts and reserves on a basis to be decided by each
corporation itself.
The manner of determining the amount to be set aside
for annual depreciation varies, there being three general
methods recognized.
a. An estimate based on a percentage of the cost of
the property being depreciated. The special master in
the Columbus (Ohio) case held that the amount of operat-
ing expenses chargeable to depreciation should be "5 per
cent of the total cost of the plant including real estate,
real estate constituting but 7 per cent of the total valua-
tion." The present laws of Massachusetts provide in re-
spect to municipally owned gas or electric plants that
there shall be included an amount for "depreciation equal
to 3 per cent of the cost of the plant exclusive of land and
water-power appurtenant thereto."
b. A fixed percentage of the gross earnings. This
method is sometimes taken to include wear and tear and
sometimes not. The practice in this regard is illustrated by
the following companies :
Per Cent, of Gross Revenue
, _ Expended or Appropriated for
JName of Company. . , „ . ..
1 - Maintenance. Depreciation.
Milwaukee companies:
Railway departments 11.3 9.9
Gas, electric light and steam heat depart-
ments 6.15 8.12
United Railways Company of St. Louis 13.67 10.0
Union Electric Light & Power Co., St. Louis.. 4.95 16.0
Suburban Electric Light & Power Co 7.10 10.85
Detroit Edison Company and subsidiaries 6.45 10.23
Omaha & Council Bluffs Street Railway Co 10.0
Chicago street railways 6.0 8.0
c. On the basis of kw-hours output or car miles run.
The New York Edison Company charges monthly for re-
newals and replacements, etc., one cent per kw-hour on
current sold to general consumers in addition to wear and
tear. In Cleveland 5 cents per car mile is provided to
cover both'maintenance and other deterioration. In Brook-
lyn the subsidiaries of the Brooklyn Rapid Transit System
allow amounts varying from 2.7 cents to 4.4 cents per car
mile for equipment of surface roads and from 1.4 cents
to 2 cents per car mile for equipment of either elevated
or partly elevated railways; from 2.2 cents to 2.4 cents per
car mile for way and structures for surface roads; from
1.1 cents to r.8 cents for elevated or partly elevated rail-
ways, to cover not only obsolescence, inadequacy, renewals
and replacements, but also repairs and maintenance.
Total Depreciation. — From the cost should be deducted
the absolute depreciation in order to obtain the present
real or service value of the property. If it is desired to
go further than this and obtain a theoretically depreciated
value, the absolute depreciation must be increased by a
theoretical depreciation determined by the use of estimated
amounts to cover assumed deterioration for age and non-
existent, but expected, inadequacy or obsolescence.
24
ELECTRIC RAILWAY JOURNAL.
[Vol. XXXVIII, No. i.
Very many authorities agree that in making an estimate
of the amount of depreciation effective in any property,
"used or useful," there should at least be included in the
amount to be deducted an estimate of the amount of wear
and tear, deferred maintenance, if any, also scrap value of
property that has been worn out or superseded as well as
inadequate or obsolete property provided it is still inven-
toried.
The only allowable exception to the inclusion of in-
adequate or obsolete property as a part of depreciation is
where inadequacy or obsolescence has so suddenly and
largely affected a property that its earnings have not per-
mitted the writing off at the time or since such developed
depreciation; then in such cases it may be that capitaliza-
tion or earning basis should not be reduced by taking ac-
count of any such depreciation.
Whether or not "theoretical depreciation'* should be in-
cluded as part of the total depreciation in determining
fair value of physical property is a mooted question. The
public service commissions have rather leaned to the opin-
ion that such depreciation should be considered in deter-
mining fair value. On the other hand, many, if not all, of
the court decisions are against such inclusion of theoretical
depreciation.
Provided a property is kept in good order and at 100
per cent working efficiency so as to render service to the
public equivalent to that of a new plant, the question of
rates or value of property in its service to the public has
absolutely nothing to do with the amount of reserve funds
the corporation may or may not have accumulated. While
the engineer must be quick to recognize loss of value
where it actually exists and to make deductions for property
that has been worn out or superseded, he should not be
misled into including purely hypothetical or academic
values.
The confused state of mind that prevails with regard to
the application of depreciation in determining present
value results largely from the misapplication of principles
established by the courts in rate cases. These decisions ex-
pressly provide that allowances to cover the deterioration
of all sorts, including ultimate replacement, are to be pro-
vided out of operating income.
FIFTY PER CENT METHOD
A quick and it seems to the writer a very fair method
of obtaining the theoretical depreciation of certain classes
of physical property has been used in some utility apprais-
als and may be called the "50 per cent method." It has
been used by Prof. M. E. Cooley in connection with his
figuring of depreciation in the Michigan State appraisal;
H. P. Gillette in the appraisal he conducted for the
State of Washington; B. J. Arnold in appraisal work for
the Public Service Commission of the First District of New
York, and the writer in connection with the reorganiza-
tion of the Third Avenue Railway in New York City. It
has, I understand, also been approved by the Master Car
Builders' Association in connection with the appraisal of
rolling stock. It will be seen that this method of determin-
ing depreciation will be fallacious if the installation does
not consist of a large number of similar elements or has not
been in use for a sufficient length of time to permit the
repair account reaching its normal maximum, which it
would not do unless practically all parts have been renewed
once and renewals are constantly taking place ; hence it
could not be applied to the buildings of a corporation which
owned few buildings and probably not even to engines or
generators because usually they would be too few in num-
ber — except for the very largest organizations — to permit
their being replaced without abnormally affecting the
amount annually appropriated on account of depreciation.
The net result of the application of the 50 per cent method
is at once apparent: 50 per cent of the cost, less salvage,
will be immediately written off as depreciation.
DEPRECIATION OF CONTINGENT PERCENTAGES
The percentages added to structural costs to cover engi-
neering, incidentals, contingencies, etc., in order to obtain
physical values have usually been considered an inherent
part of the cost of the physical property and treated as such
in connection with the depreciation of the physical prop-
erty. With certain parts of the property this is un-
doubtedly a correct procedure and for the sake of sim-
plicity and consistency may be recommended; but, as a
matter of fact, the original engineering investment in
certain parts of the physical equipment, for example, road-
bed and track, still remains there and is as much a part of
the property as the real estate, although the rails and ties,
which have been cited, may have been many times relaid
and paid for as a part of operating expenses. It would
be no more unreasonable to leave such investment per-
centages undepreciated than it is to depreciate the physical
property entirely independent of development expenses or
going value, which seldom, if ever, has been practised. It
has been held by some that the discount on securities
should be written off at the same rate as depreciation of
the physical property ; but the more usual plan is to
amortize such costs at a lower rate, determined by the life
of the bonds. In some cases it may not be advisable to
amortize investments of this character at all.
SUMMARY AND CONCLUSIONS
1. The necessity for a more general agreement on and
uniform use of the terms used in considering and discuss-
ing depreciation.
2. The rate of depreciation adopted for accruing depreci-
ation must not be confused with the total sum of deprecia-
tion in physical property, which is an estimate for a given
time.
3. The difference between absolute and theoretical de-
preciation should be recognized and the amounts separately
considered.
4. Theoretical depreciation must be assumed and pro-
vided for as operating expenses if capital is to remain un-
impaired and rates are to give maximum service at mini-
mum expense.
5. Service value, determined from consideration of the
"absolute" not the "theoretical" depreciation of physical
property, is to be used, in connection with certain proper
non-physical values, as the basis on which rates are to be
fixed, capitalization allowed and taxes assessed.
6. While usually preferable, there exists no necessary
reason for always writing off certain costs such as engineer-
ing, incidentals, etc., at the rate at which the physical
property of which they are an inherent part is depreciated.
7. Development expenses bear no fixed relation to the
cost of the physical property and their amortization has no
necessary relation to the rate of depreciation of the
physical property.
8. The amount of depreciation of physical property can
be accurately determined only by inspection on the part of
competent and conscientious engineers.
9. There exists an urgent demand for co-operation
among engineers, manufacturers and service corporations
for the intelligent collection and correlation of data on
which properly to base estimates of depreciation.
Mr. Dalrymple, general manager of the Glasgow Cor-
poration Tramways, Glasgow, Scotland, has submitted an
interesting report to the Town Council on the question of
equipping the Glasgow cars with vestibules. Several years
ago various devices were tried to protect the motormen,
but these were all unsuccessful. The present vestibule in-
closes the whole platform including the steps. After its
experience of twelve months with the present vestibule the
committee has decided to equip every car in service with
the full vestibule.
July i, 1911.]
ELECTRIC RAILWAY JOURNAL.
25
LET THE PUBLIC KNOW *
BY A. D. B. VAN ZANDT, PUBLICITY AGENT DETROIT UNITED
RAILWAY
Let the public know ; tell them all about yourselves. It
is a duty you owe not only to the people btft to yourselves
as well.
Of all the modern inventions of urban and suburban
life developed within the past half century none has been
so wonderful in its growth and ramifications as the elec-
tric street railway. Yet because of the misrepresentation
of those with ulterior motives, supplemented by the non-
presentation of tbe real facts by those who know, abuse
is heaped upon the electric railways..
To-day you introduce to a municipality this wonderfully
comfortable means of annihilating time and space and you
are hailed as a giver of new life, but a year from to-day
the same people will not be greatly adverse to placing
you on the cross of craping criticism. To-day you invest
all the money at your command, adding to it all the credit
you can obtain, in rails, cars and power, all the best prod-
ucts of the art, and then give a service far beyond the
wildest dream of the most optimistic citizen, but a year
from now your track, your cars, your power and your
service are condemned as being antiquated: Your critic
continues to live in the same house, use the same furniture,
eat from the same dishes, content in the belief that he is
doing what is proper. He can readily see the financial
folly of wiping out his investment, but he doesn't under-
stand why you should not scrap a $5,000 car. The average
citizen goes to his butcher and asking the worth of meat
is told and believes ; he goes to his tailor and asking the
worth of clothing is told and believes. But when this cit-
izen comes to you asking what it costs to make his street
car ride possible and is told, thereupon you are made chief
in the Ananias club.
The prevailing opinion of the public had its origin in
your own lack of comprehension of what you started out
to do. In the beginning all you planned was the substi-
tution of motors for horses. You could give, you be-
lieved, the same service — perhaps a little better service — •
at a less cost. Your original cars and their duplicates
would do ; to them you would fasten motors and string up
some wires from which to secure the current of electricity.
You would save the cost of feed and the loss of dollars
by sickness, old age, or death of animal power. Coupled
with these was the certainty of somewhat shortening the
running time, so you figured it out that you could per-
form the public service of transportation not only better
but cheaper. You proceeded by contractual relations to
perform this service at rates that have since proven to
be far less than they should have been. Others, lured by
the pot of gold at the end of the rainbow and with less
knowledge than you, entered the field with even rasher
promises than you believed you could fulfil. You found
that the mystifying motors required larger cars and then
the larger cars required larger motors. With larger cars
and more powerful motors came greater speed, which re-
quired rails and roadbeds of costly design. The devel-
opment of the industry has been a constant succession of
putting in new capital and still more capital, with the scrap
heap growing apace long before even a fractional portion
of the original investment has been returned.
The people have been served lavishly. You have made
it possible for them to live far from the smoke and noise
of shop and factory ; you have given them a means of
transportation within the city faster, more frequent and
more certain than human mind ever thought possible. You
have spread the cities out into the country. You have
done all these things, but so intent have you been upon
"Abstract of z paper read at tbe twenty-eighth annual convention
tion, Windsor, Ont., June 6, 1911.
your work that, even though through bitter experiences you
have learned that deficits are not surpluses and deprecia-
tion must some time be met, you have not set about to tell
the user of your street car that every five-cent piece he
pays is far from being all profit. You have not gone
about it scientifically. To-day your car shops are scien-
tifically organized; you employ engineers to do your track
building; you make use of chemists; operating depart-
ments are in the hands of men of wide knowledge of the
public's needs; you are quick to locate defects in your in-
ternal organization, but you have not yet brought to an
equally high standard a public information department.
To-day several of the states and provinces have begun
a scientific study of the art of transportation through
trained men in the employ of the railway commissions.
There is deeper investigation of the problem than ever be-
fore and eventually the knowledge gained will seep through
to the minds of the people. This knowledge should not all
be theoretical ; the difficulties besetting practical men must
be made known in order that there be a clear compre-
hension. Each railway should do an active work in
properly educating the public with which it is in immedi-
ate and constant touch.
No public utility receives so much attention to-day in
the press as is given to electric railways. Day after day
and year after year the name of your railway appears in
public print, often with words of truth, often with words
of falsity. Occasionally you are being given credit for
doing something for the public good and more often you
are being accused of crimes you never committed. If a
nagged conductor and a crabbed passenger have a quarrel,
headquarters are given the blame; if a transfer is wrong-
fully issued, it is done on the advice of the president of
the company after months of consultation with the
directors, and should some one coming around the rear
end of one car be run over by the car going in the opposite
direction it is, of course, all deliberately planned by the
general manager. Your patron may oversleep and perforce
have to snatch an unsatisfactory breakfast, but you must
have the car ready for him when he reaches the corner.
Similarly you are to blame because you do not buy cars
enough and build tracks enough and have an abundance
of car crews on hand to take back the armies from the
shop, the factory and the ball game within the space of
five minutes or less. That the butcher and the grocer
cannot assuage one's wants promptly is no excuse for you.
Why not intelligently try to direct the information that
goes out broadcast among the people whom you transport?
They are entitled to know what you are doing and why
you are doing it. You should tell them that your prosper-
ity means their good service and their prosperity means
still better service. Let them see that there is a proper,
decent relationship between you as the common carrier
and them as the riders. Take them into your confidence.
No matter what may be the motive of the man higher up
in newspaper control, it should be remembered that the
reader believes in what his paper tells him. His news-
paper is the source of his information and his school of
instruction. The very fact that a man reads a certain
paper is the best evidence that he believes it it from first
column to last, including, sometimes, the advertisements.
Your average citizen believes his newspaper is published
primarily to furnish him with local and world information,
and so he necessarily believes he is being honestly dealt
with, but on the real purposes of the man higher up he has
never had occasion to ponder. Make the giving of news a
definite department of organization with the same atten-
tion to it as to other departments. Let the public know
what you have done and what you are doing. Let the pub-
lic know of your new appointments and of your accidents.
Let the public know of your schedule changes, of where
you add to the service and where you take off and why-
26
ELECTRIC RAILWAY JOURNAL.
[Vol. XXXVIII, No. i.
Municipal corporations, through clerks and departments,
let the public know what is going on because the public is
interested. You should do no less. Don't be afraid of
printer's ink. Let the public know.
RECENT LEGISLATION AFFECTING ELECTRIC RAILWAY
ACCOUNTING.*
BY HENRY J. DAVIES, SECRETARY AND TREASURER CLEVELAND
RAILWAY
Two general classes of laws have been enacted within
the past few years affecting the accounting of electric rail-
way and lighting companies: First, laws providing for the
creation of railroad commissions, or public service commis-
sions, having jurisdiction not only over steam railroad com-
panies, but also over electric railway and other public
service corporations, and for the making of annual reports
to those commissions containing more or less minute de-
tails of earnings and expenditures; and, secondly, laws pro-
viding for the taxation of such corporations and the mak-
ing of reports of securities outstanding and the value of
properties owned, as a basis for the assessment of taxes.
These laws have a tendency to induce accurate, clear,
open, simple accounting that can be understood by in-
vestors and that will lead to more accurate knowledge on
the part of the public generally of the real cost of electric
railways and the expense of maintaining and operating
them.
Under these new laws the accountant becomes as im-
portant an officer of the State or the public service cor-
poration as the lawyer or the engineer. He takes equal
rank with them. His advice is as necessary as theirs.
In addition to these laws, some of the States — Illinois,
for illustration — have passed laws to authorize cities to
acquire by purchase or condemnation the property of ex-
isting street railway companies; and some cities, in States
where municipal ownership of street railways is not au-
thorized by law, notably Cleveland, have granted fran-
chises, or are contemplating the grant of franchises, con-
taining options to the municipalities to purchase the prop-
erties of the companies. When cities are making plans to
buy street railways at the cost of producing them, and
when, at the same time, the taxing officers of cities,
counties and States are reviewing the railways for the pur-
pose of placing upon them as high a valuation as pos-
sible for taxation, there is little inducement or tempta-
tion for street railway companies to place upon them anv
value but their actual value ; and they may, in returning
their properties for taxation or in optioning them to the
public, safely produce their books, which, of course, should
show not only the cost of the physical property, but its
present condition as indicated by maintenance reserves to
provide for depreciation from wear, and sinking funds to
provide for the amortization of that difference that always
exists between the par of the outstanding securities of a
corporation, even though the capitalization be equal only
to the exact cost of constructing the road and the actual
value of the plant in average working condition.
If the work of the accountant does not show accurately
the cost of production and the relation of outstanding
securities to property accounts, it may be difficult to ex-
plain why the officers of the company present arguments
to taxing officers that are apparently inconsistent with argu-
ments advanced in support of a high valuation of physical
property, if the property is to be bought by the franchise-
granting authority, or if dividends are to be limited to a
fixed rate upon that value. Of course, there will be differ-
ences in opinion as to what should be included in the price
that a municipality ought to pay for a railway property,
♦Abstract of paper read before Central Electric Accounting Conference,
Springfield, 111., June 24, 1911.
even when the basis for fixing the value is agreed upon, and
as to what should be included in the taxable value of such a
property. Overhead charges are unquestionably a proper
part of the cost of producing a railway, and should be
included in the purchase price. They should not be in-
cluded in the value placed upon street railway properties
for the purpose of taxation unless they are included also in
the value placed upon the properties of all other corpora-
tions, firms and individuals. They are more difficult of
ascertainment in negotiations for placing a value upon an
old property, the cost and current value of which are not
definitely shown upon the books, than in the case of new
properties, or additions to old properties, the cost of which,
under the standard system of accounting, is properly shown
in the company's accounts.
Laws providing for the appointment of railway commis-
sions and for the taxation of public service corporations
should be as fair and just to the corporations as the cor-
porations are expected to be to the State. This remark is
suggested by the title of the Michigan law for the creation
of a railroad commission, viz.:
"An act to define and regulate common carriers, and the
receiving, transportation and delivery of persons and
property, prevent the imposition of unreasonable rates, pre-
vent unjust discrimination, insure adequate service, create
the Michigan Railroad Commission, define the powers and
duties thereof, and to prescribe penalties for violations
thereof."
This title seems to accuse the railroad companies of
being unreasonable in the making of their tariffs, partial,
unfair and unjust to their patrons, and disposed to give
the people inadequate service. Of course, these conditions
should be prevented ; but a law that defines its purpose to
be to insure reasonable rates, adequate service and justice,
not only to the public, but to the corporations that serve
the public, will accomplish every purpose of the act re-
ferred to, and do it without reflection on those citizens of
the State who are lawfully and honorably engaged in the
transportation business.
OHIO
Under recent Ohio laws electric railway companies of
that State are required to file three annual reports, two
with the Tax Commission, one of which must contain a
statement of the company's gross earnings, on which a
tax of 1.2 per cent is collected by the State. The other
must show the number of shares of capital stock, the par
and market value thereof, the amount of capital stock sub-
scribed, the amount of capital stock actually paid in on
stock subscriptions; a detailed statement of the real estate
owned by the company in Ohio, where situated, and the
value thereof as assessed for taxation; a full and correct
inventory of the personal property, including moneys, in-
vestments and credits, owned by the company in Ohio,
where situated, and the value thereof; the value and a
general description of the real estate owned by the com-
pany and situated outside of Ohio, and a description or
inventory of the personal property owned by the company
outside of the State, giving the location thereof and its
value ; the total amount of bonded and other indebtedness ;
the gross receipts ; the gross expenditures in detail ; the
length of line within and without the State, its character
and value ; the character, classes, number, values, locations,
ownership or control and use of rolling stock; the actual
value of depots, station houses, section houses, freight
houses, machine and repair shops, and all other buildings,
structures and appendages connected thereto, including ma-
chinery and tools ; all telegraph and telephone lines, and
their value ; and the gross earnings for the year, within and
outside of the State.
The elaborate blanks prepared by the Tax Commission
for these reports have, because of their detail, and be-
cause they call for information that has not in many
cases been on the books of the railway companies, re-
July i, 1911.]
ELECTRIC RAILWAY JOURNAL.
27
quired a great deal of work on the part of the accounting
departments of the electric railway companies. They
seem to call for more information than is necessary for
the purpose of carrying out the provisions of the law,
and the arrangement of the statistics is illogical. A re-
vision of the form will probably be made within the cur-
rent year.
The third report is required by the new public service
commission law. The form of report has not yet been pre-
pared.
Section 12 of the new law provides that a system of ac-
counts shall be established by the commission which,
when practicable, shall conform to the system provided
by the Tax Commission of Ohio. It is likely, therefore,
that the report required by the Tax Commission will
answer the 'purpose of the reports that the Public Service
Commission will ask the railway companies to file. Section
12 is as follows:
"The commission may establish a system of accounts to
be kept by public utilities, or classify utilities and prescribe
a system of accounts for each class, and prescribe the man-
ner in which such accounts shall be kept. Such system
shall, when practicable, conform to the system prescribed
by the Tax Commission of Ohio. It may, also, in its dis-
cretion, prescribe the form of records to be kept by public
utilities, and the commission may require that no other
records be kept, except as may be required by the laws of
the United States or as may hereafter be required by the
laws of this State. The commissioner shall at all times
have access to all accounts kept by public utilities, and may
designate any of its officers or employees to inspect and
examine any and all such accounts. The commission may,
if it shall determine that any expenditures or receipts have
been improperly charged or credited, order the necessary
changes in such accounts."
The report to the Tax Commission takes the place of the
returns of personal property for taxation heretofore made
by public service companies to county auditors.
MICHIGAN
The laws of Michigan require reports from common
carriers, including electric railway companies, similar to
the reports required by the Interstate Commerce Commis-
sion, on blanks prepared by the Railroad Commission.
PENNSYLVANIA
The laws of Pennsylvania provide for a tax at the rate
of 5 mills upon each dollar of the actual value of the entire
capital stock, common, special and preferred, of street rail-
way companies and other corporations; and, for the pur-
pose of determining the amount of this tax, corporations
must file with the State a report for each year ended the
first Monday of 'November, showing the amount of capital
stock authorized, the amount of stock sold in the year, the
amount and rate of dividends paid, the earnings, the
expenditures, the amount of funded and floating debt, the
amount set aside for sinking funds, the surplus, the cost of
the road or line, the cost of equipment, of real estate and
buildings, of securities of other companies, the amount
of cash and current assets, etc. The president and the
secretary or treasurer of each company are required to
take an oath to estimate and appraise the capital stock of
the company at its actual value in cash, and then to make
such estimate and appraisal of the actual value in cash
of the capital stock "as it existed beween the first and
fifteenth days of November, not less, however, than the
average price which said stock sold for during said year,
and not less than the price or value indicated or measured
by net earnings or by the amount of profit made and
either declared in dividends or carried into surplus or
sinking fund, and not less than the actual value indi-
cated or measured by the intrinsic value of its tangible
property and assets, the extent and value of its good will
and franchises and privileges, and the material results of
their exercise."
ILLINOIS
I have not had an opportunity to study, or even see, the
latest law of Illinois on this subject. The law of that
State authorizing municipal ownership and operation of
street railways requires a great deal of accounting work.
INDIANA AND KENTUCKY
I wrote to the railway commissioners of Indiana and
Kentucky some weeks ago for a copy of the laws of
those States relating to the taxation of electric railway
companies and the making of reports by them, so as to
be able to incorporate in this paper the provision of the
laws of the six States represented in the conference, but
have received no reply to my letters.
UNIFORM ACCOUNTING
It would seem desirable that the laws of all the States
on the subject of public service accounting be uniform,
that the system used as to street and electric railways be
the standard system of the American Electric Railway Ac-
countants' Association and the Intersate Commerce Com-
mission, and that one or more of the members of every
public service commission be a public service accountant, or
a man of practical experience, familiar with the accounts
that he is to check.
CHICAGO
The franchises that have been most widely discussed
within the past few years are those granted to the Chicago
railway companies in 1907, and the Cleveland Railway in
1909. They illustrate or indicate the modern tendency toward
government control of railways, containing provisions by
which the councils of the two cities may require operation
at lower rates of fare than the maximum rates prescribed
by the franchises. In the grants of both cities unusual
recognition is given to accounting. In the Chicago fran-
chises the most important features, perhaps, are those
providing for a board of supervising engineers ; in the
Cleveland franchise the most important are those relating
to accounting.
CLEVELAND
The Cleveland ordinance contains many provisions on
the subject of accounting.
In a paper read before the American Electric Rail-
way Accountants' Association last year, I called attention to
some of the accounting features of this franchise. It con-
tains one imperfection, from an accounting point of view,
that was not mentioned in that paper. The grant provides
that the property of the company shall be maintained in
such good order and condition that it shall at all times be
worth 70 per cent of the cost of reproducing it, and pro-
vision is made for a maintenance fund of about 5 cents per
car mile for this purpose, but if the value of the- property,
plus the amount accumulated in the maintenance and re-
newal fund, shall at any time aggregate more than 70 per
cent of the reproduction value of the entire system, the
maintenance allowance may be diminished.
These provisions protect the stockholders as to the
property that existed at the time the capitalization, or
"capital value," to use the phrase of the franchise, was
fixed, it having been fixed at the depreciated value of the
physical property, plus the value of franchises and one or
two other intangible items. But the same provisions apply
to property acquired since Jan. r, 1908, the date of the
valuation of the property in existence at the time of the pas-
sage of the ordinance, and all that may be added from the
present time to the end of the term of the grant, and no
provision is made by the ordinance, or permitted by it, for
a sinking fund to take care of the difference between the
cost of the new property and the 70 per cent of its value,
which is assumed to represent its average working con-
dition. The grant contains an option to the city to purchase
the property at its termination at a price to be agreed upon
between the city and the company, or to be fixed bv a
board of arbitrators, the price to be the cost of the repro-
duction of the physical property, less a reasonable amount
28
ELECTRIC RAILWAY JOURNAL.
[Vol. XXXVIII, No. i.
for depreciation, and plus 10 per cent. Nothing is to be
paid for the company's franchises.
This means that in case of purchase by the city at the
end of the grant the stockholders will receive but 70 per
cent of their investment, if the new property has depreci-
ated in value 30 per cent, [f, during the remainder of
the life of the grant, the company should spend $20,000,000
for extensions, betterments and permanent improvements,
and if then the city should elect to purchase, having ob-
tained power from the State to do so, it will obtain for
$14,000,000 property which cost the stockholders $20,000,-
000, and the stockholders will lose $6,000,000 of their invest-
ment, less, of course, the 10 per cent bonus. This is on the
assumption that all of the new property will have depreci-
ated 30 per cent. The company has asked that the or-
dinance be amended so as to permit it to accumulate a
sinking fund to take care of this 30 per cent depreciation,
and has pointed out that a tenth of a cent per passenger
will be sufficient for the purpose. Another tenth of a cent
per passenger would provide for the value placed by Judge
Tayler in his capitalization of the company upon the fran-
chises held by the company on Jan. 1, 1908, for which the
company is to receive no compensation in case of purchase
by the city at the termination of the franchise. The city
so far has declined to consent to the suggested amend-
ments. The city street railroad commissioner, however,
has recommended the adoption of an amendment changing
the price to be paid at the end of the grant to the par
value of all outstanding bonds, floating debt and capital
stock. This would protect the investment if there were any
way of compelling the city to pay the price; but it is not
likely that the city will be willing to pay the company the
entire cost of physical property that is worth but 70 per
cent of its cost, and to pay in addition nearly $4,000,000
for franchises that expired twenty-four years earlier.
The franchise contains provisions indicating that it was
the intention of the city and the company that the capita-
lization should be equal only to the value of the company's
physical property, and that the investment should be fully
protected. The preamble, for illustration, declares it to be
the purpose of the ordinance "to secure to the owners of
the property invested in street railroads security as to
their property and a fair and fixed rate of return thereon" ;
and Section 47 contains this provision: "The purpose of
this ordinance is to establish and settle the relations be-
tween the city of Cleveland and the Cleveland Railway
Company bv a contract which will secure to the Cleve-
land Railway Company, unimpaired, the capital value."
But the ordinance makes inadequate provision for the
carrying out of the purpose so declared., I have confidence
enough in the people, however, to believe that before the
expiration of the grant an amendment will be made that
will protect the entire principal of the stockholders, or that,
if the city should elect to purchase at the end of the fran-
chise, the declaration, frequently made in the ordinance and
in the discussion that preceded its passage, of intention to
make the investment of capital safe and secure, will be
treated as a moral, if not a legal, obligation on the part of
the city to pay, or to require its nominee to pay, for the
property its whole capital value.
The Illinois act of 1903 "to authorize cities to acquire,
construct, own, operate and lease street railways" contains
somewhat better provision on this subject. In that act the
City Council of any city that may decide to operate street
railways is given power to fix rates and charges, "but such
rates and charges shall be high enough to produce revenue
sufficient," among other things, "to permit the accumula-
tion of a surplus or sinking fund to meet outstanding
bonds." And if the city shall purchase any street railway
property, it may include in the price to be paid therefor
"the value of any earning power of such property, or of the
unexpired portion of any franchise granted by said city."
STANDARD CLASSIFICATION OF ACCOUNTS
The classification of accounts adopted by the American
Electric Railway Accountants' Association in 1897 was
the first attempt by the electric railway companies of the
country to form a standard system of electric railway ac-
counting. It was the product of many months of work
of a committee appointed by the association for the pur-
pose. The value of the work of the committee was recog-
nized at once, not only by electric railway officers, but by
the Interstate Commerce Commission and by State railroad
and public service commissioners. By frequent confer-
ences and correspondence with public officials, steam rail-
way accountants and others, the committee on standard
classification of accounts has kept fully abreast of the
times, and has produced a system of accounting that, for
simplicity and clearness, without disregard of details, is
probably equal to, if not better than, any system of ac-
counting in any other business, and that, if reports based
upon it are properly made and carefully studied by the
managers of electric railways, will result in economies that
could not be brought about without such standard system-
atic accounting. The reports may be made still more
valuable when opportunity exists to compare them with
like reports of other corporations in the same business.
The Central Electric Accounting Conference has done
good work along the same line. Such meetings as the con-
ference holds quarterly and the American Electric Railway
Accountants' Association annually educate not only the
members who attend the meetings, but the other officials of
the companies directly interested, and indirectly the gen-
eral public.
The rulings or decisions of the Interstate Commerce
Commission, the Public Service Commissions of New York
and the steam and electric railway commissioners of other
States on questions of accounting, published in bulletins or
pamphlets, constitute a valuable and informing record of
present day accounting that should be in the library of
every electric railway company, and railway accountants
should avail themselves of the opportunity of submitting
to these bodies any important question about which they
have doubt, or as to which they are in disagreement with
municipal or State authorities.
MEETING OF THE CENTRAL ELECTRIC ACCOUNTING
CONFERENCE
The seventeenth regular meeting of the Central Electric
Accounting Conference was held at the St. Nicholas Hotel,
Springfield. 111.. Saturday, June 24, 191 1.
The morning session was called to order at 9 o'clock
by President Elkins. After the routine business of the
conference was disposed of, the members listened to the
address of H. J. Davies, secretary and treasurer of the
Cleveland Railway, an abstract of which is printed else-
where in this issue under the title "Legislation Affecting
Electric Railway Accountants." At the conclusion of this
paper Mr. Davies answered many questions touching the
subject of accounting features of the recent statutes gov-
erning electric railroads. He asked permission of the con-
ference to present at some future date more information
on this line as a result of investigations into the subject.
C. B. Baker, auditor Toledo, Bowling Green & Southern
Railway, tendered his resignation as a member of the ex-
ecutive committee, and the vacancy was filled by the ap-
pointment of J. D. Maynes, auditor of receipts Illinois
Traction System.
The question of affiliation with the Central Electric Rail-
way Association was informally discussed, and the matter
of official action deferred, on account of the fact that a rep-
resentative number of accountants were not present at the
meeting. The next regular meeting will probably be held
at the same time and place as the meeting of the Central
July i, 1911.]
ELECTRIC RAILWAY JOURNAL.
29
Electric Railway Association. The report of the sub-
committee on affiliation was referred to the full com-
mittee, with instructions to report again at the next meet-
ing. This committee is as follows: A. F. Elkins, chair-
man; E. L. Kasemeier, Walter Shroyer, H. B. Cavanaugh,
L. T. Hixson and J. D. Maynes.
After adjournment of the morning session, the members
of the conference were guests of the Illinois Traction Sys-
tem officials at an informal luncheon. In the afternoon
President McKinley's private car was placed at their ser-
vice and the members and friends were given a special run
into St. Louis over the new McKinley Bridge.
JUNE MEETING OF CENTRAL ELECTRIC RAILWAY
ASSOCIATION
The annual outing meeting of the Central Electric Rail-
way Association was enjoyed by more than 100 railway
and supply men. The meeting was held at the Edgewater
Club, St. Joseph, Mich., where most of the railway men
were entertained. St. Joseph is one of the most popular
summer resorts on the Great Lakes and entertainment
was provided in abundance by the local street railway and
the Business Men's Association, the Graham & Morton
Transportation Company and the Edgewater Club. About
thirty ladies attended the convention.
LONG-DISTANCE TROLLEY TRIPS
A noteworthy feature of this convention was the travel-
ing of practically all of the railway men and their wives
to and from St. Joseph in special cars of the Terre Haute,
Indianapolis & Eastern, Indianapolis, Crawfordsville &
Western and Louisville & Northern Railway & Light-
ing companies. The first long-distance trolley party to
arrive at the convention city consisted of fifty-three persons
in the car of the Indianapolis, Crawfordsville & Western,
which left Indianapolis at 7 a. m. and reached St. Joseph,
234 miles distant, at 3 p. m. This long run was made over
the Indiana Union Traction line from Indianapolis to
Peru, the Winona Interurban from Peru to Goshen and
the Chicago, South Bend & Northern Indiana from Goshen
to St. Joseph.
The second car to arrive was the private car, No. 600,
of the Terre Haute, Indianapolis & Eastern Traction sys-
tem in charge of E. B. Peck, vice-president and comp-
troller, who is also president of the Central Electric Rail-
way Association. This car left Indianapolis at 6 o'clock
in the morning and was routed via Anderson, where Mr.
Peck's party was joined by Arthur W. Brady, president,
and H. A. Nicholl, general manager, of the Indiana Union
Traction Company. At Peru the car was met by William
D. Frazer and C. F. Franklin, who escorted the party over
their 69-mile road, the Winona Interurban Railway. At
some points on this line speeds exceeding a mile a minute
were sustained for several miles. At noon, while en route,
Mr. Peck entertained his fourteen guests with an elaborate
dinner served from the very complete kitchen on this fine
private car. The party reached St. Joseph at 3:15.
On the return trip from St. Joseph to Indianapolis private
car No. 600, of the Terre Haute, Indianapolis & Eastern
Traction Company, made the 234-mile run in 8 hours and
27 minutes. The time over the different roads making up
the interline route was as follows : St. Joseph to Goshen
(Chicago, South Bend & Northern Indiana), 58 miles, 2
hours and 45 minutes; Goshen to Peru (Winona Inter-
urban Railway), 69 miles, 2 hours and 10 minutes; Peru
to Indianapolis (Indiana Union Traction), 107 miles, 3
hours and 22 minutes.
The longest trolley trip made in reaching the conven-
tion was that of the Louisville & Northern Railway &
Lighting Company's party, which left Louisville at 7 o'clock
in the morning and made the run of more than 350 miles
in less than twelve hours' time. Twenty-two railway men
and their guests made up the party.
ENTERTAINMENT FEATURES
On Wednesday afternoon the convention visitors were
guests of the Graham & Morton Transportation Company
for a two-hour steamer ride on Lake Michigan. In the
evening of the same day the Benton Harbor-St. Joseph
Railway & Light Company entertained with a trolley ride
from St. Joseph through Benton Harbor to the Springs
of Eden and the summer park owned by a peculiar re-
ligious sect, the headquarters of which are known as "The
House of David." On Thursday, while the meeting was in
session, the ladies of the party were tendered an inter-
urban car ride on the Benton Harbor-St. Joe Railway
to Paw Paw Lake, and on their return at 1 o'clock were
given a luncheon at the Edgewater Club. About forty
ladies were thus entertained.
CONVENTION SESSION
The single business session of the convention was held
or. Thursday morning, with E. B. Peck, president, in the
chair. At the opening of the session Colonel W. W. Bean,
who has long been interested in electric railway affairs,
welcomed the railway men to St. Joseph in a fitting speech
in which he called attention to the recently completed
through interurban routes from St. Joseph to all parts of
Ohio and Indiana and to Northern Kentucky. A. W.
Brady and Charles L. Henry replied in fitting speeches,
expressing the association's appreciation of the hospitality
of the local people.
STANDARDIZATION REPORT
The minutes of the Columbus meeting were read by A.
L. Neereamer, secretary, and approved. H. H. Buckman,
chairman of the standardization committee, then presented
tthe report of that committee, which will be found on page
31 of this issue. When questioned Mr. Buckman said
that the manufacturers of air brakes approved the recom-
mendations made in the committee report. Some general
discussion was had on the advisability of approving the
suggestion of the committee regarding the use of electro-
pneumatic conductors' train signals and as a result it was
voted that this section be eliminated from the report at
this time, and that the matter be considered further by the
committee. With this exception the standardization com-
mittee report was adopted.
Thirteen new supply members were voted into the asso-
ciation. Mr. Neereamer read a letter from H. C. Don-
ecker, secretary of the American Electric Railway Associa-
tion, expressing his regret at not being able to attend the
meeting and urging close co-operation between the two
associations.
REMARKS OF MR. BRADY
The president then called upon Arthur W. Brady, presi-
dent of the American Electric Railway Association, who
spoke of the American Association affairs and cited the
work of the block signal committee and the insurance com-
mittee as among the most important features now being
carried forward for the benefit of the member companies.
Mr. Brady said that the joint signal committee of the
Engineering and Transportation & Traffic Associations had
just held a successful meeting at Pittsburgh and was pre-
paring a report on block signaling as applied to electric
railways which would contain very valuable material not
heretofore presented in available form. Until ten months
ago no real study had been made of the subject of block
signaling for cross-country interurban railways. Druing
this year, however, considerable progress had been made
and practical results might be expected from the forthcom-
ing report.
Mr. Brady called attention to the organization of the
Bureau of Insurance of the American Association. This
bureau was expected to procure practical and financial re-
sults. Insurance work had been especially well handled
30
ELECTRIC RAILWAY JOURNAL.
[Vol. XXXVIII, No. I.
under the guidance of H. J. Davies, of Cleveland, as chair-
man of the insurance committee. Before the insurance
committee began its work it seemed that traction property
insurance had been unduly profitable to the insurance com-
panies, notwithstanding numerous large fire losses. The
successful work of the insurance committee under Mr.
Davies' guidance had resulted in the formation of the
bureau, which would be in charge of Henry N. Staats, of
Cleveland.
Mr. Brady next spoke of the policy of the American
Association, which was not to duplicate any work done by
sectional bodies, and was to work in harmony with each
association. If any friction had existed in the past it had
been eliminated.
Mr. Peck announced that the executive committee of the
Central Electric Railway Association had approved the
appointment of Henry N. Staats to the same position with
it and with the same duties that he now has in connection
with the American Association. His services will now be
available to member companies and plans under which
work may be carried forward will soon be issued by
Secretary Neereamer.
Mr. Peck also called attention to the forthcoming visit
to Indiana and Ohio of the equipment committee of the
American Electric Railway Engineering Association, which
would be for the purpose of inspecting rolling stock prac-
tices in the Central Electric Railway Association territory.
He also announced that through the courtesy of the Graham
& Morton Transportation Company those attending the
convention would be tendered free transportation and free
berths on the night boat to Chicago.
WOOD PRESERVATION
A paper on the advantages of the use of treated timber
was next presented by C. P. Winslow, of the Forest Ser-
vice Department, United States Department of Agricul-
ture, Madison, Wis. This paper, which was printed in ab-
stract in the Electric Railway Journal of June 24, page
1 1 10, was illustrated with numerous lantern slides. At the
beginning of the discussion Mr. Winslow, when questioned,
replied that probably the most satisfactory timber treat-
ment for the ties of the traction lines in the Central States
would be the use of creosote. This would give the most
economical results in the long run. Electric railway ties
were not subject to severe rail wear and so it was profitable
to give them such treatment as would obtain the longest
life of the wood. Mr. Winslow spoke of the results of
treating steam railroad ties with zinc chloride and with
zinc chloride and creosote. The creosote was added to
bring the life of the tie up to its mechanical life as de-
termined by rail wear. He said, however, that as zinc
chloride was soluble in water it was not well adapted for
localities which had heavy rainfalls and wet roadbeds.
He estimated that, with a treatment of l / 2 gal. of creosote
per cubic foot, ties would be preserved beyond their me-
chanical life. This small amount of preservative would
probably best be applied by the empty-cell treatment; that
is, filling the cells and then applying the highest degree of
exhaustion. The resultant life would be from ten to twelve
years. A more generous treatment should afford a life
of sixteen to twenty years, if a good penetration was ob-
tained through the sap wood. The exact amount of pre-
servative necessary, however, would depend largely on
the nature of the wood.
R. M. Hemming, Columbus, asked how it was possible to
know that ties had been treated properly, citing that the
small roads could hardly afford to send an inspector to the
plant. Mr. Winslow replied that the simplest way
would be to saw up a tie and see if the sap wood had been
penetrated. If the exact nature of the impregnating ma-
terial was desired it would be necessary to grind up a
portion of the treated wood and have the preservative con-
tained therein analyzed. Mr. Winslow cautioned against
the cutting of tie timber in the spring because of the
danger of checking and early rot. When treating timber
it was well to force in the preservative as far as possible,
but full impregnation of the heart would be rather diffi-
cult. The speaker said that subjecting wood to vacuum did
not affect its strength, but treatment should not subject the
wood to over 220 deg. temperature or 20 lb. pressure.
C. L. Henry, Indianapolis & Cincinnati Traction Com-
pany, called attention to the good results obtained through-
out the country by tie preservation and to the act that
only one or two traction companies in the country were
prepared to treat their own timber. He felt that the
Central Electric Railway Association had the ability to
point out a practical plan and lay down a proper schedule
for the handling of timber by its members. Thus the prac-
tical results based on the experience of others would be ob-
tainable for all. As the result of Mr. Henry's arguments
the association voted to instruct the executive committee to
appoint a committee to consider further the matter of
timber preservation.
Mr. Henry also spoke of the desirability of planting
trees. He said that one inter^rban road in Indiana was
using 80,000 ties this year for renewal purposes and that it
would be very desirable to have a supply of timber growing
along the right-of-way.
Frank P. Smith, Indianapolis, Columbus & Southern, said
that the timber preservation plant installed by his road had
beer, profitable. The treatment given was greatly increas-
ing the life of ties, poles, crossing planks and all other tim-
bers. It was the policy to treat all timber except that
which would be worn out mechanically before the pre-
servative could have the opportunity of extending jts life.
The history of timber preservation on his road had been
that some years ago considerable loss was experienced by
installing in the track ties which had ' ;gun to rot. The
next ties to be installed were treated by the open-tank
method and these were put in the track alongside of other
untreated ties for observation. Since then many of these
untreated ties had been replaced, but the treated ties were
still in good condition. Mr. Smith cited his experience
in buying ties. He had seen a great my trees cut which
would yield only one tie. As a resu 1 of observing this ap-
parent waste of timber his company had bought about 500
acres of young timber and was prepared to hold them until
the trees could profitably be cut for ties.
Mr. Winslow, replying to Mr. Hemming's inquiry, said
that fence posts could profitably be treated by the open-tank
method. He recommended treating the butts only and to a
height of about 6 in. above ground. This could be done by
setting them in an open tank in which the creosote was
heated to about 200 deg. The treatment should last for two
hours.
OVERHEAD CONSTRUCTION
A paper on overhead construction, by Edward Heyden,
superintendent of overhead construction, Indianapolis
Traction & Terminal Company, brought forth a spirited
discussion on the relative merits of different materials.
An abstract of this paper was printed in the Electric
Railway Journal of June 24, page 11 10. Mr. Heyden
pointed out in the discussion that span wires should
last much longer on interurban roads than on city roads
because of the freedom in the country from smoke and
sulphur. He hardly felt that the span wire now sold in the
open market was up to the standard of that sold a few
years ago. Also, the galvanizing was not so well done.
Mr. Heyden spoke of experimenting with copper-clad steel
trolley wire which had been installed on one of the most
severe curves in Indianapolis. This was a No. 00 round
wire put up in April, 1909. It had outworn two sets of
ears and was still in good condition. The life of ordinary
trolley wire had been exceeded considerably.
A representative of the Westinghouse Electric & Manu-
facturing Company spoke of a 2-mile catenary line built
alongside of the Pennsylvania Railroad at the Westing-
July i, 1911.]
ELECTRIC RAILWAY JOURNAL.
3i
house works east of Pittsburgh. This line was subjected
to the smoke from more than 150 trains a day, as well as
smoke from the Westinghouse plant. It had been in use
for six years and included 7/16-in. double galvanized wire
which was now in good condition, although some J^-in.
malleable extension arms that had been japanned when
new were now eaten away.
Considerable discussion developed on the proper length
for trolley splicing ears, Mr. Heyden recommending a
length of from 10 in. to 12 in. Regarding wood strain in-
sulators, while Mr. Heyden had had no bad experiences
with them from electrical breakdown, some had been
broken by blows from the trolley wheels, and so now none
were installed where they might be hit by the trolley poles.
Mr. Buckman spoke of the changes that had taken place
in the design of trolley bases. In earlier years it was cus-
tomary to use trolley bases in which the tension decreased
as the pole was raised. When speeds became higher that
principle brought about trouble. Now he favored the use
of ball-bearing bases in which the tension was increased
as the pole raised. When questioned Mr. Heyden said he
did not think, it would be economical to use all-steel trol-
ley wire supplemented with copper feeders because of
the heavy current drawn at 500 volts.
LOW-PRESSURE TURBINES
An illustrated talk on the application of low and mixed
pressure turbines to existing electric power plants was
made by H. C. Fairbanks, of the turbine department of the
General Electric Company at Schenectady. Mr. Fairbanks'
remarks were illustrated by a large number of lantern
slides showing the development in the design of steam
turbines and indicating that the days of experimental
work had largely passed. He first called attention to the
installation of low-pressure turbines made in 1905 in the
plant of the Philail lphia Rapid Transit Company. These
machines were still operating satisfactorily, as were the
7500-kw low-pressure turbines which had been installed in
the Interborough plant in New York after a very ex-
haustive preliminary investigation. Mr. Fairbanks said
that with average load conditions and low-pressure tur-
bines an increase. 25 per cent in the load could be
carried with the s a ;e amount of steam as required for
Corliss engines.
At the conclusion of Mr. Fairbanks' interesting talk the
customary votes of thanks were tendered those who had
addressed the association, and also to the Edgewater Club,
the citizens of St. Joseph and others who had been instru-
mental in entertaining the convention delegates.
NEXT MEETING
President Peck in adjourning the meeting stated that the
next meeting of the association would be at Cedar Point,
on Lake Erie, near Sandusky, Ohio, on Aug. 23 and 24.
One day would be devoted to business and the other to
pleasure.
The Ratische Bahn (Rhoetian Railway) in the Engadine,
running between St. Moritz, Pontresina, Samaden Bevers
and Schuls, in Switzerland, has been electrified, with 10,000-
volt, 15-cycle operation. The line is 74 km (45.9 miles)
long, and at St. Moritz connects with the Bernina Electric
Railway. The electric installation as far as Zernez, a
distance of about 47 km (29.1 miles), was carried out by
the Elektrische Bahnen Zurich — the joint bureau of the
Siemens-Schuckertwerke and the Oerlikon Maschinen-
fabrik, while between Zernez and Schuls — about 27 km
(16.7 miles) — it was done by the Alioth Company, in con-
junction with the Allgemeine Elektricitats Gesellschaft.
The overhead line has catenary suspension throughout.
The trains are hauled by electric locomotives. Brown,
Boveri & Company have furnished one of 600 hp and six
of 300 hp each, the Elektrische-Bahnen one of 600 hp and
one of 300 hp, and the Alioth-Allgemeine Elektricitats
Gesellschaft one of 600 hp and one of 300 hp.
REPORT OF STANDARDIZATION COMMITTEE OF THE
CENTRAL ELECTRIC RAILWAY ASSOCIATION *
The standardization committee of the Central Electric
Railway Association presented the following recommenda-
tions as its report :
REVISION OF STANDARD AIR BRAKE CYLINDERS, LEVERS AND
BRAKE RIGGING
Recommended that the standard air brake practice should
be as follows :
1. All braking power to be based on 50-lb. cylinder pres-
sure. This in order to avoid confusion when stating per-
centages of braking power that may be figured on different
brake cylinder pressures, e. g., 100 per cent braking power
on 60-lb. cylinder pressure may be taken to mean greater
than 100 per cent on 50 lb. cylinder pressure; and if this is
always referred to on a common base confusion will be
avoided.
2. All interurban cars to be braked at 100 per cent of
light weight on motor axles and 90 per cent on non-motor
and trailer axles.
3. All city cars to be braked at 85 per cent on motor
axles and 75 per cent on non-motor and trailer axles.
Seventy-five per cent
with 50-lb. cylinder pres-
sure is practically the
same as 90 per cent with
60 lb.
4. Brake pipe pressure
to be 70 lb. per square
inch with automatic
equipments.
5. Governor adjust-
ment to be 85 lb. and 100
lb. for automatic equip-
Connector ment and 50 lb. and 65
lb. for straight-air equip-
ment.
6. The standing piston
travel adjustment to be
4 in.
7. Total truck leverage
to be 6 to 1 for long
wheel-base trucks with
inside hung motors and 9
to 1 for short wheel-base
trucks with outside hung
motors.
8. A 12 to 1 maximum total leverage is permissible when
brake shoes are hung not more than 2 in. below the center
of the wheel. If brake shoes are hung lower than this it
will be necessary to reduce the maximum total leverage
accordingly, and if brake shoes are hung 5 in, or 6 in. below
the center of the wheel a total leverage of 10 to 1 should
be the limit.
9. The standard M. C. B. recommendations for maximum
stress in levers, rods and pins to be adopted as follows:
(a) Maximum stress in levers — 23,000 lb. per square
inch.
(b) Maximum stress in rods, except jaws — 15,000 lb.
per square inch, no rod to be less than % in. in
diameter.
(c) Maximum stress in jaws to be 10,000 lb. per
square inch.
(d) Maximum shear on pins — 10,000 lb. per square
inch single shear.
(e) Diameter of pins to provide a bearing value not
to exceed 13,000 lb. per square inch of projected
area.
10. Safety valve adjustment to be 10 lb. above maximum
governor setting.
Fig.
1 — Location of Connector
Receptacles
*Presented at the June meeting of the Central Electric Railway
Association. St. Joseph, Mich., June 22, 1911.
32
ELECTRIC RAILWAY JOURNAL.
[Vol. XXXVIII, No. r.
SIZE
or
CYL
M
N
8*12
5'
8
2i"
10x12
I
Z5
12x12
J''
8
22
nM
a"
4
3
16x12
J"
4
3~
SIZE
OF
CYL.
L
PLAIN
HEAD
EMER
VALVE
TRIPLE
VALVE
8x12
4|-
476
476
idxK
576
5 f6
si"
12x12
62
5f
6"
14x12
Tpt"
t-2"
'16
16x12
3 "
9"
STANDARD DRILLING- OF BRAKE CYLINDERS.
SIZE
OF
CVL
A
B
c
□
E
f
G
H
1
j
K
PLAIN
HEAD
EMER.
VALVE
TRIPLE
VALVE
PLAIN
HEAD
EMER
VALVE
TRIPLE
VALVE
8x12"
342
37,1"
37,i
4§
I4g
ie4"
" 16
476
42
4i"
U."
16
"s"
IS
la
11"
16
10x12"
34§
3776
364
5ri'
of
I5f
4T6
4%
U"
16
15"
"8
•a"
II"
16
12x12
35g
3S£
38^"
eg
14"
I6f
17"
62
4 3 "
15"
16
is"
Ig'
15
13"
16
I4»I2~
352
38 1"
7^
144"
174
4^"
^8
15"
16
t£
ii"
14
l"
16x12
35j
38,1
9"
"1"
17,1.'
8|"
4 f
4 S
4"
176
ii"
"4
Z"
9
c
D
C
!)
E
G
r- F -
B
•
CYLINDER LEVER RODS.
SIZE OF CYL.
A
B
c
D
E
F
G
PLAIN HEAD
EMER. VALVE
TRIPLE VALVE
8"x 12"
1"
8
ig"
40g"
432"
43 Z "
•f
si"
32
7
IO"x 12"
l"
ig"
40g"
42 k" .
42l"
15
22"
4"
74
I2"x 12"
'8
is
4lg
44&"
44S
if
z|"
3g
7f
14" x 12"
'8
ii
412
44.2"
•1"
34"
54'
102
16" x 12"
'8
■1"
41 ^'
44|i"
'1"
3xf
«|"
"|6
ALL PINS TO BE 32 LESS IN DIAMETER THAN DRILLED HOLES.
STANDARD AIR BRAKE SCHEDULE.
MAXIMUM TOTAL LEVERAGE 12 TO I
CYLINDER LEVERS
SIZE OF CYL
A
B
C
D
E
F
G
H
1
K
L
M
e"« 12"
29
26"
Bi"
H
IS"
•5
Ig
7|
5k'
3"
3"
lOx 12"
3 l"
28"
74'
ei"
4f
Ig
IS
is"
e|j
54
3"
3"
12'x v£
342"
312
876
8,6
6
'5
IB"
"s"
io,i
s£
3"
3"
I4x 12"
33(i
35"
92
92
7"
14
if"
'£
11"
mi
3"
I6x 12"
3»ii
36"
IO"
92
82.
i*
If
is"
115"
4
3'
SIZE
OF
LIGHT WEIGHT OF CARS.
SO LBS CYLINDER PRESSURE
CYL
100 PER CENT BP
90 PER CENT BP
85 PER CENT BP
7,5" PER. CENT B.P
8"x 12"
UP TO 30.000
UP TO 33.000
UP TO 35,000
UP TO 40,000
I0"x 12"
30.000T0 47.000
33,000 TO 52,000
35.000 TO 55,000
40,000 TO 62,000
I2x 12"
47,00070 67,000
52,000 TO 74,000
55,000 TO 79,000
62,OOOT089,000
I4"x 12"
67,000 TO 32,000
74,000 TO 102.000
79,000 TO 108000
89.000 TO 123.000
16x12"
32,000 TO 120,000
I02.000T0 133,000
108,000 TO 141,000
123.000 TO 160,000
ALL PINS TO BE ii LESS IN DIAMETER THAN DRILLED HOLES.
1 -i-
Fig. 2 — Central Electric Standards — Air Brake Details
Fig. 3 — Trailer Light Connector
Fig. 5 — Standard Insignia
Fig. 6 — Double Headlight Plug and Receptacle
July i, 1911.]
ELECTRIC RAILWAY JOURNAL
33
CENTER OF BRAKE SHOE
Recommended that center of brake shoe be set 2 in. below
center of wheel as shown in Fig. 4.
DESTINATION SIGNS
This subject was laid on the table on account of many
other more important and pressing subjects.
TRAIN-LIGHTING CIRCUIT CONNECTOR
Recommended that trail car or train-lighting circuit con-
nector, shown in Fig. 3, be placed 6 in. to the left of the
center, as shown in Fig. 1, and concealed in the center of
the platform hood apron.
HEADLIGHT PLUG RECEPTACLE
Recommended to use a double headlight connection, as
shown in Fig. 6, and to be located as shown in Fig. 1.
STANDARD HEADLIGHT HOLDER
Recommended to use the standard headlight holder as
adopted Sept. 22, 1910, and to be located as in Fig. 1.
NATIONAL INSIGNIA
Recommended that a national insignia, shown in Fig. 5,
be adopted and that all material, as far as it is possible to
mark, should be stamped with this insignia or this insignia
should be cast in same with the name of the electric rail-
way using the material also cast or stamped in the margin
provided for that purpose.
TARIFFS*
BY ROBERT M. COLT, GENERAL PASSENGER AGENT FONDA,
JOHNSTOWN & GLOVERSVILLE RAILROAD
I shall not attempt in this paper to outline fully the
method of making tariffs, or the rules and regulations gov-
erning them, as this detail is well covered by the formal
instructions issued by the Public Service and Interstate
Commerce Commissions. In addition to this, the traffic
committee will present to the association, for the use of its
members, a complete set of "dummy" tariffs covering pas-
senger traffic, showing the proper forms to be used for
every tariff it is possible to issue under the rules and regu-
lations of the two commissions, together with the recom-
mendations of this committee as to the treatment of
various conditions, with a view to greater uniformity.
What is a tariff? A tariff is a schedule or system of
rates, charges, etc., which no man yet born has been able
to compile perfectly. The science of tariff-making is one
which requires a lifetime of study and experience. The
tariff-maker must study his territory and be familiar with
local conditions as they exist in different communities. He
must bear in mind the kind and character of service ren-
dered, the cost of providing such service, the possibilities
for the future development of the business and whether or
not the particular territory through which his line runs will
prosper and grow under the schedule of rates contemplated,
or whether the burden will be too heavy.
Where competition exists rates should be made low
enough to get the business ; where rates are made to a re-
sort or park on the company's line, or where rates are
made to a particular point temporarily for the purpose of
inducing extra business on account of some special attrac-
tion, such rates should be as low as the property will stand,
always, of course, with a fair margin of profit; and where
rates are made locally — not in competition — to a resort
or for the purpose of inducing special business the tariff-
maker should bear in mind that his company must rely upon
the net profit on local or regular business of this character
to meet interest on its bonded indebtedness.
The question of the application of a rate made from a
fare point located on a through or interurban line, as ap-
plying from a point on a purely local line, in connection
with the through line, is one that is now and then agi-
*Abstract of a paper read at the annual convention of the Street Rail-
way Association of the State of New York, Cooperstown, N. Y., Tune 27-
28, 1911.
tated by persons residing on the purely local line, and is, I
think, worthy of discussion.
The people residing on a purely local line, not understand-
ing the proper application of the through rate, very often
criticise a railroad company because they are obliged to pay
a local fare to secure transportation to the through fare
point from which the through fare is made. For example :
A tariff is prepared for a railroad 100 miles in length, on
the basis of 2 cents per mile. At a station half-way
between the terminals of this line the fare is $1 in each
direction from the through fare point, which in most in-
stances, for the sake of convenience, is the ticket office or
waiting room. Very often the cars operated on this
through or interurban line, passing through this half-way
point, take on passengers at certain regular stops within the
city limits of the half-way point. These passengers, we
hold, are entitled to the through rate of fare on the through
line. We do not hold, however, that passengers who art-
transported on a purely local or city line car to the through
fare point are entitled to the benefit of the through rate
of fare. Thus it will occur that those persons who may re-
side on a purely local line, from which it is not possible to
board a through or interurban car, will be obliged to pay
the local fare to the through fare point before they are
privileged to take advantage of the through fare. Should
decisions be rendered to the contrary, the only remedy
would be to base all through or interurban fares from the
municipal limits of cities.
A great many companies, in order to take care of a cer-
tain condition which may exist in a particular locality,
will extend the 5-cent fare zone beyond the line or fare
limit prescribed by law. This is a bad precedent to estab-
lish, as any line or zone created or made by a railroad
company outside of the municipal limits prescribed by the
statutes governing fare limits in municipalities is an arbi-
trary line which will, as a rule, prove to be a bone of con-
tention sooner or later. A precedent of this character once
established is hard to combat, be the conditions what they
may. We are all susceptible to example, and if one com-
munity is granted a special privilege other communities are
bound, in time, to ask for the same privilege.
Conditions in certain localities are sometimes such that
it may seem advisable and desirable for the railroad com-
pany to extend the 5-cent fare limit of a city, so as to
give the residents of a small town or village just outside
of the 5-cent fare limit the benefit of the 5-cent fare.
In my opinion, this should never be done. A situation of
this kind may be treated by a commutation ticket, with a
liberal limit, at a rate per ride slightly in excess of the 5-
cent fare, thus obviating the necessity of extending the
5-cent fare limit and at the same time providing an in-
centive for the development of the business by reason of
the saving in fare for the regular or daily riders, the occa-
sional riders paying the 10-cent fare. In this way no bad
precedent is established by an exception to the prescribed
5-cent fare limit.
Just here I would like to quote the following saying:
"Wise men are instructed by reason; men of less under-
standing by experience'; the most ignorant by necessity."
Do not, therefore, by the establishment of unwise prece-
dents, place yourself in a position where it will be neces-
sary to "instruct," because of a reason, an experience or
through necessity.
Happily, the hostility toward railroads, which for some
years made difficult the calm and wise discussion of rates
and their application, is passing away. Nothing could be
more conclusive on the point than the temper and tone of
the hearings given before the Public Service and the Inter-
state Commerce Commissions.
In conclusion, I would say that the tariff-maker who
can compile a tariff which meets with the universal ap-
proval of the public, the commissions and the railroad
company itself is indeed worthy of distinction.
34
ELECTRIC RAILWAY JOURNAL.
[Vol. XXXVIII, No. i.
REDUCTION OF CAR FAILURES *
BY J. P. BARNES, ELECTRICAL ENGINEER SYRACUSE RAPID
TRANSIT RAILWAY
The reduction of car failures is, if not the sole end and
aim of the mechanical department, at least one of its most
important functions. Moreover, the data on car failures
may be so compiled as to become a most excellent barometer
of the general condition and efficiency of the mechanical
department and to indicate clearly the directions in which
the quality of work must be improved to better that general
condition and efficiency. For the improvement of efficiency
and reduction of the number of car failures in service we
must have first, last and always good and sufficient inspec-
tion. The problem reduces itself to two main questions :
First: How shall we improve the quality of the indi-
vidual inspector? and,
Second: How frequently shall we inspect the equip-
ment ?
The second question is the more easily answered, but,
as it is largely affected by local conditions, must be an-
swered differently for different systems. Clearly, for any
mechanical or electrical device properly built, properly ad-
justed and properly inspected there is some minimum
length of service either in terms of time or mileage below
which we may expect assurance of satisfactory service.
This minimum length of service will vary between different
types of equipment, but may be determined with reasonable
accuracy for any set of conditions. It is now fairly general
practice to inspect all equipment on a mileage basis and we
should invariably start with a mileage figure which we
know to be well within the limits of safety. For example,
at the outset we inspected and oiled motors on some types
of double-truck cars of the Syracuse Rapid Transit Rail-
way lines after 500 miles' service, but are now letting the
same cars run 3000 miles between oilings with quite as
good or even better results and with no additions or altera-
tions of oil cups. To a very considerable extent the qual-.
ity of inspection and the period of inspection are inter-
dependent, as with better inspection the safe period between
inspections may be increased and this increase will work
toward better inspections, as fewer will need to be made
during each working shift and. consequently, more time
may be devoted to each one.
Having chosen a period of inspection, arbitrarily, if you
will, but necessarily within the limits of safety and good
operation, the record of the individual inspector and his
operating efficiency must be first determined and then im-
proved. For the proper and accurate determination of this
efficiency it is essential to know, completely and correctly,
the cause of each individual car failure. This known, the
records and inspectors' reports must be in such form that
the individual inspector who should have prevented the
failure may be selected. With this information at hand the
matter becomes simply one of following up the offenders
and applying the proper discipline.
The form of report of the carhouse inspector must ful-
fil certain essential conditions. It must be simple and
easily made out, it must show the condition in which the
equipment was found and the condition in which it was left.
If the inspector is to be held responsible for failures of
equipment inspected by him, his report should be signed in
his own handwriting and show that he considered the
equipment O.K. when he left it. We use for this report a
card about 7 in. x 10 in., which has printed on one side a
list of car numbers, covering all cars on the system, with a
blank square opposite each number. On this the inspector
checks the numbers of all cars ordered inspected at the car-
house for his class of work. If he finds the equipment O. K.
♦Abstract of a paper read at the annual meeting of the Street
Railwav Association of the State of New York, Cooperstown, N. Y., June
27-28, 1911.
and makes no adjustments he marks the letter "O" in the
square opposite the car number; if minor adiustmei ts are
made he marks the letter "A"; if replacements or renewals
are made he marks the letter "X" and notes on the back
of the card of what the replacements or renewals con-
sisted. In case the car requires replacements or repair
work beyond the carhouse facilities the inspector ties a tag
on the car, noting on the card what trouble he has found
and signing his initials. A car so tagged must be sent t&
the shop unless the carhouse foreman overrules the inspec-
tor's judgment, in which case the foreman is held responsi-
ble for possible failure of the car in service. Inspectors'
reports are countersigned by the foremen and at the end
of the shift are sent to the office of the mechanical depart-
ment, where they are filed for reference.
The changing of cars which fail in service is handled by
means of a car-change slip which serves four distinct pur-
poses, and is the basis of fixing the responsibility for the
failure. Any car failing in service is ordered changed by
the dispatcher, who fills out the blanks on a printed car-
change slip, giving the car number, time and place due,
line, and reason for change. The slip is then handed to the
carhouse foreman, who notes on it the time of its receipt
by him and the number of
the car to be put out, the
slip being returned to him
signed by the shifter after
the change is made. He
then turns the change slip
over to an inspector, who
notes on it the trouble
found with the equipment.
The car-change slips are
sent daily to the office of
the mechanical department,
where two summaries are
compiled from the informa-
tion thus obtained.
The first of these sum-
maries shows the pull-ins
classified according to
causes. Individual car
numbers are shown and
Syracuse Record of Cars cars running from different
Changed carhouses are shown in dif-
ferent colors. About the
middle of the month the probable total failures for the
month are forecast from the record of the first fifteen
days. These figures are forecast for each carhouse and
for the system as a whole. If the forecast indicates that
the failures will exceed those of the previous month in
number, the foremen concerned are called in for consulta-
tion as to means of reducing the number of failures. As
long as the records indicate that the efficiency of carhouse
inspection is on the increase the foremen are allowed to
continue as they are doing. Each day the foremen are
furnished with a list of the car failures of the day before,
which are recorded against their inspectors. The list
shows the car number, the cause of failure, the name of
the inspector who last inspected the equipment and the
date of the inspection. These lists are posted in the car-
houses after the foremen have taken the action required
by the individual cases. If a car has run its mileage and
been ordered inspected and the inspection has been missed
or neglected by the carhouse force, the failure of its equip-
ment is recorded against the foreman individually.
From the data showing the inspector responsible for each
failure another summary is made, showing the running
record of each inspector. This summary shows, for each
day, the number of failures recorded against the inspector
and also the number of inspections made by him on that
day. At the end of each month the figures are combined
Cars changed
& - / 191./.
Pull oJ Car Na ' 7 2 S
Tiroe due y »r- „
Reason lot Change:
Signed _
Not.ce rW,.»)
Pul oul Car N„ ,7//
July i, 191 1.]
to obtain an efficiency figure for the individual, which
shows what per cent of the total inspections made by him
were actually O. K. A list of names and efficiencies is
posted monthly in the carhouses, the man having the high-
est efficiency appearing at the top of the list, and so on
down.
A similar record of efficiency is kept for foremen, the
figures in this case being total car failures and total cars
inspected. A curve is plotted to show the efficiencies by
weeks. It is interesting to note in connection with these
figures the effect previously mentioned of interdependence
of quality and frequency of inspection. In January 1096
cars were inspected with an efficiency of 59.5 per cent
(that is, 652 of these cars ran without failure until full
mileage was made and another inspection ordered). In
May 983 cars were inspected (10.3 per cent less than in
January) and the efficiency was 75.8 per cent, 745 cars
making full mileage.
This increase in efficiency and reduction in number of
inspections has been accompanied by a 10 per cent decrease
in cost of inspection and a relative larger decrease in the
number of inspectors.
Curves showing the car failures by months, the failures
per 1000 car miles and car miles per failure are also kept
up to date, but are not posted in the carhouses.
STEPS IN THE SOLUTION OF THE PROBLEM OF
ADEQUATELY CONTROLLING ELECTRICALLY
PROPELLED VEHICLES*
BY W. V. TURNER, CHIEF ENGINEER, WESTINGHOUSE AIR
BRAKE COMPANY
Power brakes actuated by compressed air, as at present
in general use throughout the country, may be broadly
grouped as follows :
1. Straight-air brakes.
2. Straight-air brakes with automatic emergency fea-
tures.
3. Automatic air brakes.
4. Electro-pneumatic brakes.
The relative merits of a straight-air type of brake as
contrasted with the automatic principles of operation may
be dismissed by the statement that outside of the item of
expense any brake not embodying automatic principles is
not worthy of serious consideration.
The reason for this is so plain that the only aspect of the
proposition remaining for discussion is from the standpoint
of the financial department. The simplest form of power
brake for electric cars comprising an. adequate auto-
matic protection against a loss of the brake from causes
unknown to the man running the car is the straight-air
brake with automatic emergency features. This equipment
was developed to meet the requirements of a strictly city
or interurban service where the speeds are moderate and
the stops frequent, and when the conditions require single
car operation normally and trailer service or two-car trains
intermittently. Conditions often arise in a single-car opera-
tion, especially where two or more cars occasionally are
run together as a train, when it becomes necessary to
provide some protection in the brake apparatus itself
whereby it shall operate in case of a burst hose or rup-
tured pipe and apply the brakes and cause them to remain
applied instead of permitting the entire loss of braking
power on the vehicle. This protection is secured in the
SME equipment without dispensing with any of the ad-
vantageous features of straight-air operation by the use of
the emergency valve in connection with a brake pipe or
emergency line in which pressure is normally maintained.
•Abstract of a paper read at the annual convention of the Street Rail-
way Association of the State of New York, Cooperstown, N. Y., June
27-28, 1911.
35
AUTOMATIC AIR BRAKE
The limits of the straight-air method of applying and
releasing the brakes are exceeded when more than two
cars come to be hauled in the same train. This is on ac-
count of the inherent physical limitations which render it
impossible to move a sufficient quantity of air through the
conduit provided within a sufficiently short time to apply
and more especially to release the brakes with a degree of
uniformity, promptness and accuracy necessary for a
proper control.
For trains of more than two cars prompt and uniform
service application and release action can be secured only
by the use of a triple valve — that is to say, by the use of
the automatic principle in service as well as emergency
operations. A representative automatic brake equipment
for electric train service is the type AMM. This equip-
ment is designed to meet the requirements of interurban
service where trains of from one to five cars are operated
at slow speeds and with frequent stops in towns, but are
subject to high speeds and more or less long-distance runs
outside these centers. These conditions require a triple
valve on each car of the '"plain" type; that is, one which
will operate in response to variations in brake pipe pressure
and shall have no quick-action feature. Provision is made
for quick recharging of the auxiliary reservoirs when a
release is made in order to insure prompt and certain re-
sponse of the brakes to a reduction in brake pipe pressure
whenever circumstances may require rapid successive
brake applications; for quick action of the brakes from car
to car in service, to produce rapid and definite application
of all the brakes in the train ; for a graduated release as
well as graduated application of the brakes, in order that
the motorman may control the train smoothly and accu-
rately and in the most efficient way, and for a materially
higher emergency brake than the maximum possible in a
full service application, so that a powerful reserve braking
power may be available when the shortest possible stop
becomes imperative.
COMBINED AUTOMATIC AND STRAIGHT-AIR TRACTION BRAKE
EQUIPMENT
The next development was an equipment which combined
all the advantageous features of the automatic and of the
straight-air types of brakes without their objectionable fea-
tures.
The combined automatic and straight-air form of trac-
tion brake equipment has now been in service more than
three years with increasingly satisfactory results. While
primarily intended for service where cars are operated
singly most of the time, with occasional two or three-car
trains, this equipment is equally adaptable to train service
where the number of cars does not exceed the limitations
of a direct exhaust brake valve and plain triple valve — in
other words, does not exceed five cars. It is especially
adaptable to service such as is required of light electric
locomotives or motor cars used for handling freight cars,
switching, etc.
QUICK-ACTION AUTOMATIC AIR-BRAKE EQUIPMENT
The elevated and subway service of large cities intro-
duces requirements of an entirely different and still more
exacting character. These may be classified, according to
their origin, as arising from a constantly increasing in-
sistence upon (1) higher schedule speeds, (2) longer trains,
(3) shorter and quicker stops, (4) smoother and more
accurate stops, and (5) highest possible protection against
delays to traffic.
To meet these requirements there must be added to the
operative features of the equipments previously mentioned
(1) the ability to transmit quick-action rapidly through
the train in emergency applications, (2) the attainment of
as high a brake cylinder pressure in emergency as the equip-
ment can be designed to give, and (3) obtaining the quick-
action application of the brakes with maximum cylinder
ELECTRIC RAILWAY JOURNAL.
36
ELECTRIC RAILWAY JOURNAL. [Vol. XXXVIII, No. i.
pressure at whatever time occasion for same may arise,
without regard to previous manipulation and also when the
brake-pipe pressure has been depleted for any reason be-
yond a predetermined danger point. The quick-action
automatic brake equipment, type AML, embodies all these
features, and, therefore, stands as the highest development
to date of the purely pneumatic brake for electric traction
service. It corresponds to the type AMM equipment
already referred to in its general arrangement, but with
the additional features required for longer trains and the
more exacting service which it is designed especially to
meet, as outlined above.
THE ELECTRO-PNEUMATIC BRAKE EQUIPMENT
With the possibilities of a purely pneumatic brake sys-
tem developed to the greatest extent, there still arise de-
mands for increased safety, greater reliability, reduction in
time to make service stops and instantaneous response and
uniformity of application of brakes whereby the human
factor in manipulation can be reduced to a minimum.
The electro-pneumatic brake possesses superior advan-
tages which make it as nearly an ideal system as has yet
been evolved. All the improvements have been accom-
To Trolley
Operating End
For the same power consumption the electro-pneumatic
brakes make it possible to maintain higher average speeds,
shorter schedules and an increased traffic capacity with the
same number of cars or the same traffic capacity with
fewer cars, or it enables the same average speeds, schedules
and capacity of road to be maintained as with a purely
pneumatic brake, but at the expenditure of less power.
EMERGENCY STOPS
In an emergency a ten-car train with electro-pneumatic
brakes can be stopped from a speed of 40 m.p.h. in 350 ft.,
or within two-thirds of its own length. A train with the
old-style quick-action brake would pass this stopping point
at a speed of 28.3 m.p.h. This is 71 per cent of its origi-
nal speed and corresponds to 59 per cent of the energy
originally stored up in the train which still remains to be
overcome before the train can finally come to rest. It
should be further noted that the train with the old-style
quick-action electro-pneumatic brakes would reach the
350-ft. mark four seconds before the train with electro-
pneumatic brakes comes to a standstill at this point. At
the time that the train with electro-pneumatic equipment
comes to a stop the train with old-style quick-action brakes
To Trolley
Diagram of Electro-Pneumatic Brake Equipment as Applied to New York Subway Cars
plished by the addition of electric control to the service
and emergency functions of the quick-action automatic
brake.
SERVICE STOPS
As illustrating the comparative power of the electro-
pneumatic and the best automatic air brake it may be said
that a ten-car train equipped with electro-pneumatic brakes
can be brought to a full stop from an initial speed of 40
m.p.h. in the same time required to reduce the speed of an
eight-car train equipped with the old-style quick-action
brake to 25 m.p.h. This is 62J _> per cent of its initial speed
and about 39 per cent of the energy originally stored in
the train at 40 m.p.h. still remains to be overcome before
it can be brought to a standstill.
The electro-pneumatic brake has even greater advan-
tages in completing the stop. With the electrD-pneumatic
brake a graduated release was made so as to prevent retar-
dation becoming excessive toward the end of the stop. The
same thing was tried on a train equipped with the high-
speed brake, but could be only partially accomplished by
making a release first and then a reapplication. The great
difference in rate of obtaining braking power is important.
With the ordinary manipulation characteristic of the two
types of equipments there is a saving of twenty seconds'
time in favor of the electro-pneumatic equipment. This
shortening in time of stop means that power may be shut
off sooner and the train allowed to drift for a considerably
longer time before applying the brakes and making the
stops at the same point.
would have run 140 ft. farther and would still be moving at
a speed of 20.2 m.p.h., representing 25^2 per cent of its
original speed. The latter would not stop until it had run
650 ft., or 300 ft. farther than the train with electro-
pneumatic brakes.
The electro-pneumatic brake system adds to the pneu-
matically operated brake of the highest type certain advan-
tageous features otherwise impossible of attainment,
namely: (1) Simultaneous and uniform response of all the
brakes in the train. This practically eliminates the effect
of the length of train and makes it as easy to handle the
train, no matter how long, as it is to handle a single car.
(2) Double protection against delays to traffic due to
brake failure, since the pneumatic brake is always in re-
serve ready for use, if required. (3) Maximum efficiency
and safety due to simultaneous operation of all the brakes
in the train in both service and emergency applications and
a perfect flexibility of manipulation. (4) Economy in air
consumption, and (5) maintenance of brake cylinder pres-
sure at will.
Briefly stated, this equipment consists of a quick-action,
quick-recharge, quick-service, graduated release, auto-
matic air brake with 20 per cent higher pressure in
emergency application, combined with electrically con-
trolled means of simultaneously admitting air directly to or
releasing it directly from the brake cylinders without any
movement of the triple valves. An absolutely simultaneous
movement of the triple valves of the train to emergency
position is obtained by the use of electricity.
July i , [911.
Compressed air is supplied to the brake system through
the brake valve at the operating end of the train from the
main reservoir pipe, which extends throughout the length
of the train. All of the reservoirs are directly connected
to the main reservoir pipe.
PNEUMATIC CONTROL OF AUTOMATIC BRAKES
The motorman's brake valve, in so far as its pneumatic
operations are concerned, is quite similar to the brake valve
used at present with standard pneumatic equipments. The
full release position is done away with and the motorman
is thereby prevented from wilfully or carelessly overcharg-
ing the brake pipe in order to insure prompt and sensitive
action on the part of the brake apparatus where brake ap-
plications are required in quick succession. The upper por-
tion of the brake valve contains an electric switch portion
controlling the operation of the electric portion of the
brake system.
The feed valve attached to the base of the brake valve
is adjusted to maintain the brake pipe pressure of 70 lb.
per square inch while the brakes are not being operated.
The quick-action portion of the triple valve is replaced by
a somewhat similar combination of ports designed to vent
37
not exceed that required for the service application of the
brakes. When the rate of brake pipe reduction exceeds that
of the ordinary service application, the fall of brake pipe
pressure and that in the upper chamber of the device is
then more rapid than that at which the lower chamber can
reduce.
The difference of air pressure thus set up on the two
sides of the duplex piston causes it to move over to a
position which opens direct communication from the brake
pipe to the atmosphere. This causes a local vent of
air from the brake pipe, which propagates quick-action to
the next car with great rapidity. Provision is made in the
device to close the vent to the atmosphere after the quick-
action has taken place, so as to permit the recharging of
the brake pipe and release of the brakes following a quick-
action application. The great advantage of this vent valve
for propagating quick-action as compared with a similar
action of the triple valve lies in the fact that the service
and quick-action (emergency) operations of the brake sys-
tem are entirely separate and independent. This practically
eliminates the possibility of obtaining undesired quick-
action, which it is difficult to prevent, with any degree of
ELECTRIC RAILWAY JOURNAL.
Type ME-21 Electro-Pneumatic
Brake Valve
air from the reserve supply carried for this purpose in the
supplementary reservoir directly into the brake cylinder
when the brake valve ports move to their emergency posi-
tion. This produces a very quick rise in brake cylinder
pressure to a maximum possible amount as determined by
the pressure carried in the brake pipe. Provision is made
for the quick recharge of both supplementary and auxil-
iary reservoirs to permit of quickly replacing any air used
in pneumatic applications.
Since the quick-action feature of the brake is separated
from the brake valve and since the supply of air for obtain-
ing high emergency pressure is separate from that used
during ordinary service manipulations of the brake it fol-
lows that both the propagation of quick-action through the
train and high emergency pressure can be obtained without
regard to what electric or pneumatic manipulation has
previously been made.
The quick-action feature of this equipment is contained
in a device separate from the triple valve and connected
to the brake pipe. It consists essentially of a duplex pis-
ton with valve attached and a small reservoir and chamber
suitably proportioned so that when the ports are in their
normal positions, with reservoir and chamber charged, the
pressure in the reservoir will fall with that of the brake
pipe so long as the rate of fall of brake-pipe pressure does
Brake Pipe Vent Valve for Propa-
gating Quick-Action
certainty, where the service and the quick-action opera-
tions of the apparatus are controlled from the same piston
and slide valve.
In whatever way a rapid fall of brake pipe pressure is
produced, be it by movement of the brake valve, the opera-
tion of trip cocks or the conductor's valve, the piston in the
vent valve will instantly vent air from the brake pipe to the
atmosphere through a very large opening, and this posi-
tively insures the propagation of quick-action throughout
the train, however long it may be and regardless of the
previous manipulation of the brakes.
The only feature of the old brake equipment which has
been sacrificed in this arrangement, which admits of propa-
gating quick-action throughout the train irrespective of the
pressure in the brake cylinder, is the venting of brake pipe
pressure into the brake cylinder. With the large sizes of
brake cylinders employed, i. e., 12 in. and 14 in., the gain in
cylinder pressure over that of service application by vent-
ing the brake pipe into the cylinders is very small, but 2 lb.
or 3 lb. at the most, and this is more than compensated for
by venting the pressure of the supplementary reservoir into
the brake cylinder in an emergency application whereby a
brake cylinder pressure within 4 lb. or 5 lb. of the brake
pipe pressure carried can be obtained in emergency appli-
cations.
Triple Valve with Emergency
Magnet Valve
3«
ELECTRIC RAILWAY JOURNAL.
[Vol. XXXVIII, No. 1.
ELECTRIC CONTROL OF BRAKES
For the operation of this portion of the electro-pneumatic
brake system the source of current may be from the trolley
or from a battery or other source of supply local to each
car. The contacts in the electric operation of the brake,
already referred to, are in reality nothing more than small
controller points or switches, controlling the circuits to
magnets governing the service application and release and
emergency portion of the brakes. With the pneumatic
portion of the brake in normal or running position the elec-
tric control of the brakes is accomplished by the aid of
two magnets with poppet valves attached, governing the
flow of air into and out of the brake cylinder direct or
through the release port of the triple valve, according to
the conditions of installation.
The release magnet is sometimes designed so that the
release port is only open when the magnet is energized or
vice versa — that is, requiring current in order to close the
release magnet. Which method is to be preferred can only
be determined by a study of the operating conditions which
are to be met. In either case, while running over the road
the exhaust magnet is holding the release valve open so that
the brake cylinder is in direct communication with the
Master Brake Switch and No-Voltage Magnet
atmosphere. In making a service application of the brakes
the exhaust valve is closed and the application magnet
energized to open the application valve, thus closing the
outlet from the brake cylinder to the atmosphere and open-
ing the passage from the source of air supply to the brake
cylinder. Various methods of accomplishing this feature
have been used in different installations, but with the sys-
tem in most general use the flow of air from the source of
supply to the brake cylinder is controlled primarily by a
relay valve of ample capacity, which is in turn caused to
operate by the action of the application magnet valve.
This does away with the necessity for the very powerful
magnet which would be required to operate a valve of suffi-
cient area to supply air to the large sizes of brake cylinders
at a sufficiently rapid rate to give satisfactory ' service
operation.
The relay valve referred to is acted upon by a spring so
that when the brake cylinder pressure has been built up tc.
within 20 lb. of that in the auxiliary reservoir the relay
valve automatically closes. This valve, therefore, permits
the additional functions of limiting the pressure obtainable
in electric service application to approximately 20 lb.
below the normal brake pipe pressure, thereby insuring the
valuable feature of the increased braking power is emer-
gency application over and above that obtainable in full
service applications and this without the aid of any addi-
tional device, such as a safety valve.
The brake cylinder pressure can be raised to any amount
up to the maximum contemplated in the design and held
there as long as desired by moving the brake valve handle
back to the electric lap position, which leaves the release
magnet undisturbed, but de-energizes the application mag-
net, allowing it to close and prevent further flow of air
into the brake cylinder. A further application of the brake
or a release can then be made by moving the brake valve
handle either to electric application or to release position,
which either causes more air to flow to the brake cylinder,
as described above, or operates the release magnet valve
so as to permit the air in the brake cylinder to escape to the
atmosphere. When making a release, if the brake valve
handle is returned from release to electric lap position, the
release magnet will again be actuated so as to close the
brake cylinder exhaust. In this way the brake cylinder can
be graduated off in any desired number of steps or gradua-
tions.
During the electric operation of the brake the release
port of the brake valve is open and the communication
between the feed valve and the brake valve is maintained.
Consequently the air which is drawn from the auxiliary
reservoir for use in the brake cylinders is continuously re-
placed from the brake pipe, which is in turn kept fully
recharged through the feed valve. Should the motorman
thoughtlessly continue the movement of the brake valve
handle toward electric application position the brakes will
continue to apply up to their predetermined maximum pres-
sure. This will be the case until the handle is moved so far
that a pneumatic application is begun. That is to say, the
motorman cannot go beyond the point at which an electric
application will cease to be made until after he has come
into a position in which a pneumatic application is com-
menced. It will thus be seen that there is no possibility
of a careless motorman failing to obtain an application of
the brakes or losing an application already obtained elec-
trically on account of moving the brake valve handle
too far.
ELECTRIC EMERGENCY APPLICATION
Conditions on the New York Subway division of the
Interborough Rapid Transit Company and on one or two
other roads in the country have become so severe as to war-
rant extension of electric control to the quick-action and
emergency operation of the brakes. In so doing an abso-
lutely simultaneous and instantaneous application of the
brakes is obtained throughout the train. This is accom-
plished by simply adding an emergency finger to the brake
valve, an emergency wire running throughout the train
and an emergency magnet with its valve controlling a port
leading from the face of the triple-valve piston direct to
the atmosphere. In order that an emergency application
originating from a trip cock or conductor's valve, burst
hose, etc., may be propagated electrically as well as when
an emergency application is made by the motorman moving
the brake valve handle, each brake pipe vent valve already
referred to is provided with contacts whereby the opera-
tion of any vent valve in the train will energize the
emergency magnets in the same manner as when the brake
valve handle is moved to emergency position. The only
advantage of the electrical transmission of quick-action lies
in the saving of time as compared with the pneumatic
propagation of quick-action throughout the length of the
train, but where time is an important factor, as in sub-
way or elevated service, this apparently slight saving of
two seconds may have an immediate and important bearing
on the economic operation of the road and its total carry-
ing capacity.
There is little to be gained by coming to electric control
July i, 1911.]
ELECTRIC RAILWAY JOURNAL.
39
of the brakes for emergency applications until the best has
been done that possibly can be accomplished by the pneu-
matic operation of the brakes. It is obvious that all that
can possibly be gained by controlling the emergency appli-
cation of the brakes electrically is in the time of trans-
mission throughout the train. This does not hold, however,
for the operation of brakes in service, since there is a
marked gain in the ability to control trains, smoothly,
safely and without shock, due to the simultaneous and uni-
form application of the brakes on each vehicle. Each
vehicle thus does its proper share of the work of stopping
the train, thereby reducing shocks and tendency to slide
wheels and requiring much less skill in manipulation, while
at the same time it affords the added safety of a double
brake control system.
The characteristics of electric operation just mentioned
make it possible to obtain initial brake cylinder pressure
much more promptly and build this brake cylinder pressure
up at a very much faster rate than can be permitted with
a purely pneumatic control. This is because the applica-
tion of the brakes pneumatically must necessarily be slow
enough to avoid the shocks, uneven braking, sliding of
wheels, etc., that are likely to follow where any consider-
able difference in rate of retardation can occur in different
parts of the same train. When the brakes cannot be applied
simultaneously and uniformly ( as is inherently impossible
with a purely pneumatic control ) it is necessary to slow
down the time and rate of brake application so as to avoid
the troubles mentioned above. When the application of
the brakes can be made both simultaneously in starting to
apply and uniform in rate of building up brake cylinder
pressure, a very much quicker rate of brake application can
be utilized and still run no danger of troubles arising from
non-uniformity of retardation on different vehicles. This
explains why the electric service brake can be made so
much more effective than a brake controlled only pneu-
matically and further explains why at this point it became
imperative to add power to the emergency portion of the
pneumatic brake. This follows logically from the fact
that if the pneumatic emergency brake is less powerful than
the maximum possible with the electro-pneumatic service
brake the result would be a better service brake when
operating the electric service control than could be obtained
in pneumatic emergency, which must necessarily be the
final resort in case of unforeseen failures or accidents.
The degree to which this increase in emergency braking
power over service braking power can be carried is now
limited only by main reservoir pressure. We are now able
to obtain practically full main reservoir pressure in the
brake cylinders when an emergency application is made,
even though only 70-lb. brake pipe pressure is carried.
There is one other system which differs fundamentally
from the one just described, and. therefore, warrants a
brief reference. This fundamental difference lies rather in
the means adopted for combining the electric control with
the pneumatic portion of the brake system than in any dif-
ference in principle or manipulation. With the system
above referred to the supply of air for operating the
brakes electrically is drawn from the auxiliary reservoir,
the triple-valve piston and ports remaining in their normal
or release position. The brake pipe and therefore the
auxiliary reservoirs are then being constantlv recharged
through the feed valve during electric service operation.
In certain cases it has been found preferable to make the
application magnet vent air from the brake pipe to the
brake cylinder (the pneumatic portion of the brake valve
then being in lap position), thus causing a brake pipe re-
duction and a movement of the triple valve piston and slide
valve to their service positions, just as would be the case
with any pneumatic service brake pipe reduction. In
emergency applications the air is vented from the brake
pipe to the atmosphere, thus causing all the triple valve pis-
tons to move simultaneously and instantaneously to their
emergency positions. The release magnet controls the
release of air from the brake cylinder in the ordinary way,
as already explained.
GOVERNOR SYNCHRONIZING SYSTEM
This system has been perfected during the last two years
and is the most satisfactory and efficient apparatus for the
purpose yet devised. Heretofore in the operation of elec-
tric trains consisting of two or more cars more or less diffi-
culty has been experienced in securing an equitable divi-
sion of the work of supplying the compressed air required
for braking and other purposes among the different motor-
driven air compresssors included in the train. The result
has been that some compressors are overworked, while
others are not working up to their full capacity. Such an
inequality of compressor operation naturally results in
increased wear and tear on the overworked compressors as
well as an actual decrease in the available air supply under
certain conditions, due to the attendant loss in efficiency of
compressor operation.
Briefly stated, the characteristic features of the governor
synchronizing system are as follows:
The current supply to the motor of each motor-driven air
compressor in a train is controlled by a switch operated by
air pressure substantially as in the ordinary form of elec-
tro-pneumatic governor previously used. The difference
is that the cutting in and cutting out of this switch is con-
trolled by the operation of a magnet valve instead of a
pneumatic regulating portion connected to main reservoir
pressure, as is the case with the ordinary compressor gov-
ernor. In the governor synchronizing system this switch
is called the compressor switch. In addition to the com-
pressor switch a pneumatically controlled switch, called a
master governor, is used on each motor car, similar in all
respects to the previously used electro-pneumatic compres-
sor governor, except that instead of controlling the current
supplied to the motors of the motor-driven air compressors
it acts simply as a pilot or master switch to control the
magnets which operate the compressor switches. The mag-
nets of the compressor switches are connected in parallel
between the trolley (or positive battery terminal) and a
wire, called the synchronizing wire, which runs the entire
length of the train. The cutting in of any master gover-
nor connects the synchronizing wire to ground (or negative
battery terminal) and thereby operates all the compressor
switch magnets. All the main reservoirs in the train are
connected by means of a main reservoir pipe line running
the entire length of the train and connecting the pneumatic
controlling portion of each master governor. With all the
compressors cut out the pressure in this line becomes equal-
ized. As soon as this pressure is decreased to the point at
which any one of the master controlling mechanisms oper-
ates, the closing of this master governor switch supplies cur-
rent to the magnets of each compressor switch in the train,
causing them all to operate so as to cut in their switches and
start all the compressors simultaneously. Whether one or
more of the master governors cuts in at the same time is
immaterial since the cutting in of a single master governor
is sufficient to start all the compressors. They will then
continue to operate and raise the pressure in the main
reservoir on each vehicle and in the main reservoir line
throughout the train, until such time as the controlling por-
tion of the last master governor remaining cut in operates
to open the circuit to the compressor switch magnets,
which causes all the compressor switches to cut out and
stop the operation of all the motor-driven compressors
simultaneously. Tt will be seen that in this way all the
compressors are forced to operate the same length of time,
and since the main reservoir pressure is equalized on all
vehicles, the stronger compressors help the weaker ones to
the extent of insuring the necessary amount of compressed
air being supplied at the expense of a minimum amount of
energy, time, and wear and tear on the air-compressing
apparatus.
4 o
ELECTRIC RAILWAY JOURNAL.
[Vol. XXXVIII, No. r.
THE VALUE OF BRAKES
Starting and stopping of trains are complementary fac-
tors in the problem of making time between stations;
therefore it is evident that the best results can only be
obtained where both factors are given due consideration.
Generally, the starting factor is the only one fully consid-
ered, or, at least, the most adequately provided for. In a
sense, however, the question of stopping is the most im-
portant, as the safety of the service and freedom from de-
lays depend upon it to a great degree. The measure of the
value of the brake is twofold: (i) the ability to stop in the
shortest possible distance when necessary; and (2) to per-
mit short, smooth and accurate stops being made in regular
operation. Unfortunately, the brake is usually looked upon
as a safety device only, and it is because of the prevalence
of this idea that its installation and maintenance do not
receive the consideration merited. Considering the invest-
ment, there is no part of the railway equipment that will
give greater material returns than the brake when properly
installed, operated and maintained. If the brake could to
some extent be separated from the idea or impression that
it is a safety device only and proof advanced to show that it
makes possible hauling of heavier cars and faster and more
frequent service, as much or more than do the motors, the
block signals, and the good roadbed, its importance would
be more fully appreciated. A safety device the brake is,
par excellence ; but it has other reasons for its existence.
PRESIDENT'S ADDRESS AT COOPERSTOWN *
By John H. Pardee
The Street Railway Association of the State of New
York was organized in New York City on Dec. 20, 1883, by
men representing street railways in New York, Brooklyn
and Buffalo. Since that time regular conventions have
been held each year, and to-day we are assembled in the
twenty-ninth convention, and our member companies are
operating railways in every city and large village in the
State, with the exception of Greater New York.
At first, obviously all the railway* were horse or cable
street railways, but in 1890 the first general electrification
and extensions began, and to-day, notwithstanding consoli-
dations, we have in the association twenty companies, op-
erating 580.89 miles of urban and 990.23 miles of suburban
and interurban railways. This development beginning in
the cities and extending into the country, and the connect-
ing of the cities with the larger villages, continued rapidly
and on an increasing scale until 1907, when two events of
great importance took place : the financial panic and the
passage of the Public Service Law.
The panic, caused by wild speculation and unscrupulous
financing, has passed, but the Public Service Law is still
with us with added drastic provisions, and in view of the
fact that the building of railway lines has practically ceased
since the passage of the law, it is quite pertinent to quote
from the president's address in reference to it at your
twenty-fifth convention in 1907:
"It was stated by several gentlemen who appeared in op-
position to the bill at the public hearing that one effect
would be to stop the building of interurban lines through
sparsely settled territory. This statement was not con-
troverted, and should it prove true, would cause a condition
which could not be too quickly remedied, as even at present
this State is far behind in the development of the rural
communities by the interurban trolley systems."
There are three ways by which railways can be built :
by the State with public funds, by private individuals for
charitable purposes and by private individuals for profit.
The first two of these methods are neither profitable nor
*Address presented at annual meeting of Street Railway Association
of the State of New York. Cooperstown, June 27-28, 1911.
practicable, and the third is not attractive under the pro
visions of the Public Service Law.
While this law has been most ably and justly interpreted
and administered by the men chosen for that purpose, yet
they are bound by its provisions and prevented from giving
their sanction and approval to needed and legitimate enter-
prises.
The law, with its provisions permitting the reduction
of rates, and the clamor of the people to place public utili-
ties on approximately an investment basis, in effect say to
men with the necessary funds who may wish to embark
in a railway enterprises : "Gentlemen, the public will be
delighted to have you build an electric railway through the
country which may badly need transportation facilities.
Put up your money; if your judgment is wrong and you
fail, lose it and charge it up to profit and loss, but if per-
chance you should happen to win, we will permit you to
obtain a return on your investment of 6 per cent or there-
abouts." Theorists claim that this is right because we are
operating public utilities. Why not apply the same reason-
ing to enterprises of bread-making and clothing? Surely
these are public utilities.
The people of this State will in time see this matter in its
true light and will so modify the statutes as to permit of a
proper and adequate return to capital based on the risks in-
curred in investments in public utilities. However, the
law in other respects in actual practice has proved of great
benefit to both the public and the railways. It has protected
both against unjust discrimination, and its administrators
have demonstrated that it was passed for the benefit of the
railways as well as the public.
Another most beneficial effect of the passage of the Pub-
lic Service Law of this State and other States has been to
bring forcibly to the minds of the railway men and also to
the public that the profits of the railway enterprises have
been much less than supposed, and that profits are dwin-
dling on account of increased costs of material and labor
and that remedies must be applied. One, which we are all
trying to apply, is greater efficiency, and certainly this
association has aided materially in that direction; another
is an increase in rates, and surely those who deservedly
need it should be permitted to apply it.
There is little doubt that the Public Service Law has
come to stay, not only in this State, but in this country,
and there is little doubt that we all believe that a proper
law is beneficial to all — one that regulates not only public
utilities but regulates the public in relation to such public
utilities.
The pendulum of reform has been swung too far by
the many specious arguments of bright and voluble, but
too radical, reformers and by their mere imitators. How-
ever, the judgment of the people, after full information, is
usually sound, and we already see the pendulum swinging
backward, as evidenced by recent laws in other States, to
its proper position.
For manv years the electric railway associations in the
various States in conventions and through committees have
given much thought and attention to the formulation of
a code of operating rules which might be made standard
and put in force by all. This association has performed its
share of the work, and during the past year a committee
has spent much time and effort on a code which will be pre-
sented to this convention for adoption, and I trust that it
will be carefully considered and put into effect by formal
approval.
The character and thoroughness of the work done by this
association through committees, at quarterly meetings and
in conventions, have steadily improved from year to year,
and this is evidenced by the quality of reports, papers and
discussions. The education gained by individuals through
the study and research necessary for the preparation of
such committee reports and papers, and from discussions,
has reflected itself in the more efficient operation of the
July r, 191 1.]
ELECTRIC RAILWAY JOURNAL
4i
railways themselves, and has well repaid the individuals as
well as the companies represented by them.
At a quarterly meeting held during the year the schedule
of annual dues was revised downward, yet will provide suf-
ficient funds to meet the running expenses of the asso-
ciation.
During the past year your executive committee has held
numerous meetings and the usual quarterly meetings have
been more largely attended than ever before. Your asso-
ciation is on a sound educational and financial basis and will
take an increasingly important part in the future of the
electric railway business of this State.
Since 1903 I have been honored by election to various
offices in the association, and I take this oportunity to ex-
press my thanks and appreciation for the favors conferred,
and especially to thank the various officers, members of the
executive committee and individuals for their hearty co-
operation and assistance.
GAS -ELECTRIC MOTOR CARS*
BY W. I!. POTTER, CHIEF ENGINEER RAILWAY & TRACTION DE-
PARTMENT, GENERAL ELECTRIC COMPANY
The electric car meets certain transportation conditions
where steam operation would be both unsatisfactory and
uneconomical, and there are other conditions which, in the
present state of the art, are undoubtedly better met by the
steam locomotive. There are intermediate conditions
where self-propelled cars are less expensive to operate than
steam trains and where the investment for such cars would
be considerably less than for complete electrification. In
this latter class are many branch lines of steam roads and
projected developments of new roads which might not at
first justify electrical equipment. Recognizing this situa-
tion, efforts have been made to drive such a car with a
self-contained boiler and engine, but without great suc-
cess, as the performance is limited by restrictions imposed
on the boiler capacity.
The development of the gasoline engine and its applica-
tion to this class of work have resulted in marked success.
The gasoline engine as a prime mover is essentially differ-
ent from a steam engine in that it has no variable effective
pressure in the cylinders such as may be secured by the
variable cut-off of a steam engine. To secure the tractive
force required for starting and to meet the changing re-
quirements of speed and grade, it is necessary that some
form of variable gear reduction be introduced between the
engine and the driving wheels. To utilize the power of the
gas engine to the best advantage it is essential to have a
wide range of gearing. To a limited extent this can be se-
cured by mechanical drives, with different sets of gears, as
commonly used in automobiles. But the mechanical drive
cannot, within practical limits, be provided with the desir-
able number of gear changes, and it also subjects the en-
gines and driving mechanism to a severe strain by reason
of the mechanical shock resulting from the use of a clutch.
The electric drive may seem a refinement, but its advan-
tage will be appreciated when it is recognized that the en-
gine may be driven at its most advantageous speed, inde-
pendent of the speed of the car, and that the tractive force,
without changing the speed of the engine, may be varied
from what is required to accelerate the car to that re-
quired to drive it at 60 m.p.h. This change in tractive
force and speed is accomplished smoothly, and without
shock to the mechanism throughout the entire range. As
an illustration, the electric drive makes it possible to de-
velop a tractive force of 10,000 lb. at 1 m.p.h. and, without
manipulating anything other than the electric controller, to
propel the car at 60 m.p.h.
•Abstract of a paper read at the annual meeting of the Street Rail-
way Association of the State of New York, Cooperstown, June 27-28,
1911.
The gas-electric equipment referred to consists of an
eight-cylinder, 8-in. x 10-in. gasoline engine, driving an
electric generator. The forward truck underneath the en-
gine is equipped with two 6oo-volt standard railway motors.
The weight on the driving wheels effective for traction is
about two-thirds the total weight of the car. The move-
ment of the car is controlled by varying the voltage of the
generator, combined with series-parallel connection of the
motors. The engine control is provided with a combina-
tion air valve and gas throttle by which the engine is
started on compressed air, and as soon as it begins run-
ning on gasoline the air is shut off. With this arrange-
ment, the engine need be run only when propelling the car.
Three or four seconds only elapse between the time at
which air for starting is admitted to the engine and the
movement of the car, so no perceptible delay is occasioned
by stopping the main engine at the station.
The car is lighted by a small two-cylinder gasoline en-
gine which drives a lighting machine. This small engine is
also fitted with an air compressor cylinder to charge the
air tanks for starting the main engine on its first run. The
latter is provided with an air compressor, which maintains
a pressure when the car is once in operation.
A demonstration car of this type has been operating for
the past two years, carrying passengers on railroads in dif-
ferent parts of the country, and at the present time there
are seven cars in regular service. A grade of gasoline
satisfactory for the operation of these cars can be pur-
chased for from 6 cents to 7 cents per gallon. The gaso-
line tanks will hold 150 gal., sufficient for at least 200 miles
on one filling. The gasoline consumption, per car mile,
for cars weighing from 40 tons to 50 tons will vary from
0.5 gal. to 0.7 gal., according to the service conditions.
On this basis for fuel, an estimated cost of operation per
car mile, based on experience, is as follows:
Maintenance (car body and trucks) W
Maintenance (engine and electrical equipment) Oi
Engineer, conductor and cleaning 07
$0.17
*This item, in particular, will vary w'th the mileage and wages paid.
The car bodies are similar in respect to the engine com-
partment, the remainder of the interior and the entrances
being modified to meet different requirements.
It is preferable that the cars be operated as independent
units rather than to haul trailers, but as they are fitted
with automatic air brakes, as well as straight-air, and with
M. C. B. couplers, they can be used for trailer work,
though at reduced speed.
The seats are nearly 4 ft. long, and, not having arms,
it is possible for three people comfortably to occupy one
seat. The aisle is narrower than in steam practice, though
wider than in many trolley cars. The largest cars at pres-
ent under construction are 70 ft. long and 10 ft. 5 in. wide
over all.
The width, inside measurement, is 9 ft. 6 in. This car,
with a 6-ft. baggage compartment and allowing three pas-
sengers per seat, will seat ninety-eight passengers, and it is
practically a complete train within itself. Such a car would
have a maximum speed of about 50 m.p.h. on level track,
and a scheduled speed of 25 m.p.h. with stops 2^2 miles
apart.
There are undoubtedly many lines now operated by
steam which under existing conditions are unprofitable,
on account of both high operating expense and small
receipts, but on which the traffic could be very much in-
creased by a more frequent service and a pleasanter mode
of travel.
The self-propelled gas-electric car seems to fulfill these
requirements at less cost than by steam and so accomplishes
the double purpose of a better and cheaper mode of trans-
portation.
42
ELECTRIC RAILWAY JOURNAL.
[Vol. XXXVIII, No. I,
MAINTENANCE OF WAY MATTERS
BY C. A. ALDERMAN, CHIEF ENGINEER BUFFALO & LAKE ERIE
TRACTION COMPANY
The subject assigned me, "maintenance of way," is so
broad that I am assuming it will be agreeable to the asso-
ciation to make statements regarding any branch of it.
The road with which I am connected consists of approxi-
mately 200 miles of line, which is kept up by a roadmaster
who has about twelve section crews on the electric and five
on the steam divisions, while city section crews have about
double the amount of track to look after that suburban
ones have. Bridges are inspected by the roadmaster and
the writer periodically. All matters pertaining to the over-
head line — trolley feeder, transmission, etc. — are in charge
of the electrical engineering department, which also has
the work ordinarily falling upon a master mechanic or
superintendent of motive power.
The amount of new construction performed by the
Buffalo & Lake Erie Traction Company during the past
five years has been so great that maintenance of way is
handled jointly by the construction and operating depart-
ments. Many details of maintenance are attended to by
division superintendents, who are under the general super-
intendent, and he in turn reports to the vice-president of
the road.
The engineering department has charge of all new work,
such as the location and construction of extensions and the
revision and rebuilding of old or improving located tracks.
Last year, for instance, about Aug. i we began to locate
and stake out a 33^-mile cut-off line, shortening the dis-
tance 1% miles between Buffalo and Erie, and the line was
opened for traffic the fifteenth of this month. The work
involved 60,000 cu. yd. of earth excavation, one steel
viaduct 900 ft. long and 90 ft. above the water, all of which
is located on a private right-of-way, wide enough for a
double track and two 60.000-volt transmission lines. The
viaduct was erected with a derrick mounted on an ordinary
flat car. The tracks were ballasted with granulated slag,
which is used almost exclusively for our new work. Bond-
ing was done with a bonding car using a brazed bond, prac-
tically welding it to the rail.
This piece of track was built on substantially level grades
with no curve of over 4 deg., and only three in all. so that
we believe its cost of maintenance will be reduced to the
minimum.
In 1909 a double-track line consisting of 4J4 miles of
roadbed was built into Buffalo, extending from Lafayette
Square to the Lackawanna steel plant. This line was so
constructed that its maintenance is a very simple and in-
expensive matter, as steel ties were used with 9-in. heavy
girder rails with 10 in. of concrete under them and 6 in.
under the ties. Seven-inch Medina block stone was used for
practically all the paving. The year previous to this work
24 miles of new track was built between Buffalo and Dun-
kirk, laying 80-lb. A.S.C.E. rails with Continuous joints,
nearly all of which was on private right-of-way. Catenary
construction was adopted for the trolley line and separate
poles for the transmission system which conveys Niagara
power.
We have endeavored to build all lines, not only the new,
but reconstruct the old. so that maintenance costs will be a
minimum. I believe it is good policy to put enough money
into the original line so that the grades and alignment will
cause small power bills, few accidents and reduce the plat-
form time. Level, straight lines not only do this but they
save rolling stock and electrical equipment, requiring fewer
section men and trouble patrolmen. Private right-of-way
is another asset that is worth considering, as most accident
'Abstract of a paper read at annual meeting of Street Railway Asso-
ciation of the State of New York. Cooperstown, June 27-28. 1911.
claims originate on highways or in the city streets. With a
private right-of-way higher speed can be made, thereby
getting more car mileage for the same expenditure in
power and labor. The character of construction is not
subject to the approval of municipal authorities and the
up-keep is easier to maintain.
Light grades and easy curves reduce the cost of opera-
tion and increase the gross receipts by causing more peo-
ple to patronize the lines. The tractive effort on private
right-of-way is less than in a public highway or city street
where dirt accumulates on the rails.
CITY TRACK RECONSTRUCTION
During the past three years we have given the subject of
track reconstruction in city streets our most serious con-
sideration. We have built most of this track with a T-rail
on a concrete base. About one-half of the Buffalo entrance
was constructed with a low T-rail, open construction and
stone ballast, and, while it is within the city limits, the city
and the public are well pleased with it and the noiseless
way in which the cars pass over this track, to say nothing
of the fact that they can get into the city quicker and more
comfortably during bad weather. In the latest type of
street construction used by our company, a ioo-lb. T-rail
is laid with a 6-in. concrete base, the brick pavement going
under the rail on the gage side of the track, thereby doing
away with any special brick or troublesome groove. On
the outside of the rail a brick with a slight offset is laid
to insure the pavement remaining below the rail far enough
so that the wheel tread will not injure it. While we have
used a large number of steel ties in our construction we are
not very strongly in favor of them excepting on new lines
where no cars are operating. In rebuilding old track, the
use of steel ties not only increases the cost of construc-
tion, but it is doubtful whether solid track is obtained, and
we think it interferes with successful operation.
Maintenance of way is being constantly improved by the
use of portable crossovers, hose bridges, track-grinding ma-
chines and a liberal supply of small tools for keeping cars
in operation during repair and new work. I believe that a
company can do all its track laying, ballasting and emer-
gency work on roadbed cheaper, quicker and better than
to let it by contract. Our train dispatchers give work
trains all possible assistance, allowing them to work extra
for several hours at a time, thus accomplishing much with-
out interfering with the operating timetables. We en-
deavor to have as few switches as possible in streets,
thereby using inexpensive switch and frog material and
giving safer and faster track for cars to pass over; for ex-
ample, where we have a double track through the streets
we make all connection of the double track with single
track on the private right-of-way located outside of the
city or village.
DISTRIBUTION SYSTEM
Owing to the high pressure of our transmission system
(60,000 volts) separate poles are set 160 ft. apart carrying
three No. 2 copper wires on porcelain insulators, steel
towers being used at all railroad crossings.
The trolley lines are of the catenary type of construction
on about one-half of the system, in which poles are set 125
ft. apart, using three hangers between the trolley and mes-
senger wire ; the balance of the line is constructed of or-
dinary span construction in city streets and brackets on a
single line of poles where the lines are on the sides of
highways. Our electrical department is paying a great
deal of attention to the subject of good bonding and proper
ground return from the track to power houses and sub-
stations. Bonding is carried on pretty largely at night on
operating lines so as to interfere as little as possible with
the regular car operation.
In paved city streets two bonds at the joints on ioo-lb.
T-rail construction are used. Cross bonds are placed about
500 ft. apart.
July i, 191 i.]
ELECTRIC RAILWAY JOURNAL.
43
STEAM RAILROAD CROSSINGS
While it is very desirable to eliminate grade crossings of
foreign roads, there are cases where this is not practicable,
as in city streets or where the country is level and water
lies close to the surface in large quantities. In localities of
this kind I think it best to use solid manganese work, for
although this type of crossing is much more expensive
than the ordinary bolted one, it will last several times as
long. We have constructed a large number of subways
or under crossings of steam roads, all of concrete, of either
the arch or box type. Where overways were required
steel viaduct and trestle construction has been resorted to as
being the best proposition from a maintenance of way as
well as a construction standpoint. The grades of approaches
were lightened.
DETAIL WORK NECESSARY TO ECONOMICAL AND EFFICIENT
MAINTENANCE OF WAY
The traction line, urban or interurban, that gives careful
and constant attention to the small matters such as com-
promise splice bars, renewing switch tongues when worn
out or broken, is the one which is most likely to succeed.
Too much care and pains cannot be exercised in shim-
ming loose joints in city and open track, thus keeping the
surface of abutting rails level, also promptly renewing off-
set splice bars that join different sections of rail and special
work. Neglect of these inexpensive joints may greatly
damage costly special track work and rolling stock beyond
repair in an incredibly short time.
RIGHT-OF-WAY RECORDS
Hopeless confusion of a company's real estate and fran-
chise rights is only averted by giving its records careful
attention. All right-of-way deeds should be filed in a cab-
inet in a vault or other safe place where they can be got
at by the executive, legal, accounting or engineering de-
partments at a moment's notice.
Each department should be furnished with a blue print
index sheet giving the file number, name and station of
each piece of property the deeds refer to. These index
sheets should accompany right-of-way books (maps) drawn
to a scale of about 100 ft. to the inch, which should also be
a part of the records in the principal offices of the
company.
SWING AND DRAWBRIDGES
The subject of protection of trains from going into the
stream or becoming derailed at movable bridges is one that
we have gone into at some length owing to the fact that
in the city of Buffalo several bridges of this type are
crossed.
Solid manganese terminals of rails widening out two or
three times the width of the running rail, thereby allowing
cars to pass smoothly from fixed to movable parts, are quite
desirable both for safety of travel and saving of wear and
tear on cars.
A derailing switch at approaches to drawbridges we
believe to be productive of more harm than good in the
majority of cases. We have a location where one was in-
stalled and taken out after remaining in the track a few
months. The great trouble with these derailing devices is
the same as at railroad crossings, viz., to operate them in
winter weather and to be sure they are not gong to get out
of order.
CONCLUSION
In conclusion let me say that maintenance of way is a
very important part of successful traction management.
It seems to me that too much attention cannot be given to
the little and many details that will invariably come up
day by day on the track and the line. If the roadbed is
well maintained power bills are minimized, the life of roll-
ing stock and equipment is prolonged and the public is kept
in good humor, to say nothing of larger gross receipts and
smaller operating expenses that will inevitably result from
good track.
THE EDISON-BEACH STORAGE BATTERY CAR
BY R. H. BEACH, FEDERAL STORAGE BATTERY COMPANY, NEW
YORK
Probably it is not clear to many electric railway men
how a storage battery can perform the very difficult task
of supplying the large amount of electrical energy neces-
sary to propel a heavy car, to accelerate it at frequent in-
tervals and cause it to climb grades. Experience with bat-
teries composed of lead compounds immersed in acid-elec-
trolyte has been such as to lead many to think that all
secondary batteries are delicate and have a short life, and
therefore are to be avoided for use on vehicles. The Edi-
son secondary battery, which is the source of energy in
the Edison-Beach storage battery car, is neither delicate
nor short-lived. The principle of the Edison storage bat-
tery is that metallic iron tends to combine with oxygen.
When oxygen is combined with iron energy is developed
either in the form of heat or electric energy. Conversely
the oxygen may be removed from iron oxide, but to do
this requires the expenditure of energy. The Edison bat-
tery consists essentially of plates of iron oxide and plates
of nickel oxide immersed in water, to which potash is
added. If an electric current is caused to pass through the
electrolyte from the iron plate to the nickel plate the oxy-
gen present in the iron oxide passes to and remains with
the nickel oxide. When all of the oxygen has been re-
moved from the iron oxide and is taken up by the nickel
oxide then the battery is fully charged. In this condi-
tion the negative plate is composed of metallic iron,
while the positive or nickel plate is composed of oxide
of nickel and also a super-oxide of nickel. The finely di-
vided metallic iron has an affinity for the oxygen in the
positive plate and it will receive this oxygen if permitted
to do so. It cannot receive the oxygen, however, without
giving off energy in some form. If an electrical circuit
be completed between the two plates an electro-chemical
action takes place and the oxygen in the positive plate is
transferred to the metallic iron in the negative plate. This
process is accompanied by the generation of electricity.
MECHANICAL AND ELECTRICAL CHARACTERISTICS OF BATTERY
The Edison battery is analogous to but quite different
from the older forms of lead batteries. Combinations of
iron and nickel oxides and water are not self-destructive.
Neither are they destroyed by the transfer of the oxygen
back and forth. In a word, the distinctive feature of the
Edison secondary battery is its stability. The battery is
not liable to injury from use, and it suffers nothing from
neglect. It may be charged at a rate as high as ten times
the ordinary rate, or it may be discharged on short cir-
cuit. The electrolyte may be boiled or frozen without
damage to the cell. With ordinary treatment the battery
can be relied upon to do its work, providing it is kept
reasonably clean. From experience extending over sev-
eral years, it is known that the battery will not fall off in
capacity during the first six years of its life. It is guar-
anteed for three years and it is believed that it will last for
a much longer time, especially if distilled water is used.
With the older types of storage batteries it has been
necessary to allow almost as long for charging the battery
as for discharging it under service conditions. The older
types of batteries require about eleven hours for a com-
plete charge and in car operation this would mean that the
car would be out of service at least half of the time.
Because of the fact that the Edison battery is not injured
by high rates of charging, a car equipped with this type
of battery need be out of service practically none of the
time. In Washington, D. C, a car is operated over a line
4 miles long. The running time is sixteen minutes and the
layover time at the terminal is three minutes. The bat-
* Abstract of a paper read at the annual meeting of the Street Railway
Association of the State of New York. Cooperstown, N. Y., June 27-28,
44
ELECTRIC RAILWAY JOURNAL.
[Vol. XXXVIII, No. i.
tery is charged at five times its normal rate during the
three-minute layover and the car then runs to the other
terminal, where the operation of charging is repeated. The
battery is not charged at any other time and the car runs
204 miles each day. The three-minute layover at each
terminal is required for changing the fender and giving
the conductor an opportunity to reset the fare register.
Advantage is merely taken of this time to charge the bat-
tery. Another car, operated in Concord, N. C, makes 99
miles a day and is charged twenty times for ten minutes at
each terminal. The total charging time is three hours
and twenty minutes during the day.
Mr. Edison has said of this battery that it is the most
useful of all of the devices that he has invented. As the
field of its application becomes better known it will be the
means of supplementing and, to a large extent, supplant-
ing many of the present means of electrical transmission.
It makes not only possible but almost certain the removal
from the streets of all overhead trolley wires, and makes
unnecessary and uneconomical the third rail and the conduit.
WEIGHT PER SEAT
In designing the cars on which these batteries are used
the writer has aimed to reduce the dead weight and to
eliminate, as far as possible, friction losses. The average
Pullman car weighs 3000 lb. per seated passenger. The
ordinary wooden day coach used by steam railroads weighs
about 1500 lb. per seated passenger. A steel suburban
coach weighs 1100 lb. per seated passenger. An ordinary
single-truck trolley car weighs about 800 lb. per seated
passenger and an ordinary double-truck car about 1000
lb. per seated passenger. The average current consump-
tion of a trolley car is approximately 125 watt-hours per
ton mile. The Edison-Beach double-truck storage battery
car weighs only 600 lb. per seated passenger, while the
small single-truck car weighs 380 lb. per passenger. The
latest type of long wheel-base, single-truck car weighs 360
lb. per seated passenger. The weight of the battery re-
quired on each of these cars is about 60 lb. per seat.
This reduction in weight has been accomplished by mak-
ing a number of departures from the usual practice in
body and truck construction. All of the joints in the truck
frame are welded instead of being riveted or bolted. No
difficulty has been experienced from broken welds. In
longitudinal seat cars an electrically welded latticed steel
girder forms a rest for the seat and extends the length
of the car bodv. It is bolted to the side and cross sills
and side posts. In an 18-ft. car these girders weigh about
300 lb. and they so stiffen the body that a reduction of
nearly 3000 lb. can be made in the weight of the other
parts. A very light roof is used because it is not neces-
sary to support a trolley base. The body of an 18-ft. car
with 5-ft. platforms and folding doors, but no bulkheads or
interior doors, weighs about 3700 lb. A standard monitor-
deck car body of the same length weighs about 6700 lb.
and the light bodies with the steel girders are much
stronger than the heavy bodies.
RECORDS OF PERFORMANCE
After extensive experiments had been made it was found
that there was a considerable saving in friction losses if
the wheels were permitted to rotate on the axles instead
of having the axles fixed in the wheels and rotate in the
iournal bearings. Exactly how much saving in current
consumption has been effected by this change is not
known. A silent chain drive is used between the motors
and the wheels. There is some gain in efficiency with
this type of drive over the gear drive, but it is diffi-
cult to say exactly the amount. When new the gear
drive is probably very nearly as efficient as the chain,
but as it wears it loses its efficiency, whereas the chain does
not. The chain drive possesses a great advantage over the
gear drive while the car is coasting. On a test run be-
tween Athena and North Newark on the Erie Railroad, a
distance of about 7 miles, a chain-driven car accelerated
from o to 35 m.p.h. and maintained that speed on a prac-
tically constant grade of from ^ to 1 per cent without
the use of any current. An ordinary journal-bearing car
will scarcely move on this grade without the application
of power. The average current consumption of the Edi-
son-Beach storage battery car is very low, in no case
exceeding 60 watt-hours per ton mile. In a test made
at Atlantic City at the time of the American Electric Rail-
way Association convention in October, 1910, one of these
cars made thirty-six trips, aggregating 14.4 miles, with
an average of six stops per mile and an average speed of
9 m.p.h. The average number of passengers carried was
eighteen and the average consumption of current per ton
mile was 54.2 watt-hours.
A double-truck car which was tested on the Greenwood
Lake Division of the Erie Railroad between Forest Hill
and Sterling Forest ran a total distance of 70.2 miles.
The weight of the car, including passengers, was 16.53 tons
and the maximum speed was 25 m.p.h., the schedule speed
being 18 m.p.h. This line has a number of heavy grades,
but the current consumption per ton mile averaged only
49.63 watt-hours. Another test made on the Erie Rail-
road between West Orange and Forest Hill at the same
rate of speed showed a current consumption of 46.1 watt-
hours per ton mile.
The Washington, Spa Springs & Gretta Railroad has
had an Edison-Beach car in service for a number of
months on a line which has grades as steep as 8 per cent.
The battery car has averaged about 355 watt-hours per car
mile and it has been found that one of these cars consumes
only about one-fourth the current required for an ordinary
trolley car.
It is of interest to note the long-distance runs which may
be made by these cars on a single charge of the battery.
The double-truck car previously mentioned has been run
on a single charge from West Orange, N. J., via Jersey
City to Middletown, N. Y., over the Erie Railroad as the
second section of an express train. The same car was
run on a single charge from Jersey City to Atlantic City,
N. J., over the Central Railroad of New Jersey and the
Reading Railroad, a total distance of 135 miles. Sufficient
current was left in the battery upon arrival at Atlantic
City to run about 40 miles more. This car can attain a
speed of 25 m.p.h. on a level with full load and a speed of
16 m.p.h. on a 6 per cent grade. It is equipped with
four motors rated at 15 amp and 200 volts and an Edison
battery weighing 4800 lb. On the single-truck cars car-
rying twenty-six passengers two motors rated at 30 amp
and no volts are used and the battery weighs 1800 lb.
The lower voltage used on the single-truck cars lessens
motor and controller troubles.
As showing what can be done with one of these cars on
a small road, the results of operation on the Salisbury &
Spencer Railway, Concord, N. C, are of interest.. The
total cost of this road, which is i '4 miles long, was $20,000
and the net earnings of a single car are at the rate of
$7,670, which is equivalent to more than 33 per cent on
the investment. The current for charging the battery
of this car is purchased from the Southern Power Com-
pany at a price of 1^4 cents per kilowatt hour, measured
on the alternating-current busbar. The car is operated by
one man, passengers entering and departing by the front
door. The following is a record of thirty days' operation :
Number cash fares 19,735
Number ticket fares 243
Total 19,976
Total car miles 2687.5
Total kw S268
Kvv. per mile *noi'^r
Total moneys received $986.65
Operating expenses:
Power at $1.75 per kw 92.19
Conductors and motormen 232.94
Miscellaneous 22.39
Total expenses $347.52
Net profit • $639.15
July i, 1911.]
ELECTRIC RAILWAY JOURNAL.
45
Summing up, the advantages of the storage-battery car
are: It eliminates the trolley wire and its supports; costs
less for power; does away with electrolytic action of the
return circuit; cars are silent running; there is no danger
from lightning; the peak-load conditions on the power
house are eliminated and each car is a separate, self-pro-
pelled unit which is less liable to delays than on a system
where each car derives its current from a central station
through an intricate distribution system. Storage battery
cars also afford an excellent opportunity for existing trol-
ley lines to be put on as trippers during the rush hours and
late at night when it may be desirable to shut down the
power house.
SINGLE -END VS. DOUBLE-END CAR OPERATION*
BY HERMAN E. HICKS, SUPERVISOR OF SCHEDULES NEW YORK
STATE RAILWAYS
In the city of Rochester, from the time of the operation
of the first electric car until April 1, 1910, there had never
been operated any other than double-end cars. To facilitate
this operation cross-overs were placed at each terminal and
at various intermediate points, usually separated by about
six minutes' running time, for the purpose of turning and
spacing late cars.
On April I, 1910, a new line was put into operation,
formed by re-routing and combining two sections of an
old line in such a manner as to obtain a line traversing
the entire length of the main or principal business streets
of the city. Upon portions of this line are operated ten
other city lines, and in the center of the business section
there is track common to seven other lines. The combined
operation of these lines over this common track consists of
156 cars per hour in each direction during the peak load,
or so-called rush hours. Two loops and two wyes were
substituted for four cross-overs; two loops and one wye
were placed at the terminals and one wye at the canal lift
bridge; five intermediate cross-overs were left in for the
use of cars operating on the other lines, but, of course,
they could not be used by the single-end pay-as-you-enter
cars placed upon this new line.
For the purpose of comparison I have taken a line of
double-end cars whose operating conditions are very nearly
identical with those of the new line. It is double-tracked
from end to end, crosses the canal lift bridge and operates
a considerable distance on the main street. In making
these comparisons, which show the results of one year's
operation, I will refer to the two lines as the "double-end"
and "single-end" line.
The following table shows a comparison of operation
for one year:
Single-End
Double- Single- Line.
Items Compared. End Line. End Line. % Inc. % Dec.
1 No. of regular cars operated daily.. 23 25 8.6%
2 Av'ge No. p's'g'rs carried daily.. 17,346 23,446 35.1%
3 Av'ge No. p's'grs per car mile.... 8.1 9.3 14.8%
4 Average speed, miles per hour.. 8.42 8.60 2.1%
5 Total No. traffic interruptions.... 149 144 3.4%
6 Total No. turn backs 493 186 62.2%
7 No. accidents per 10,000 miles
operated 8.0 6.9 13.7%
The comparison of the first three items showing an in-
crease in the number of cars operated and of passengers
carried on the single-end line cannot be credited to the type
of equipment used, but to the difference in density of popu-
lation within the territory covered by each line.
ITEM NO. 4 AVERAGE SPEEDS
The 2.1 per cent increase in speed shown by the single-
end line is due principally to the more expeditious method
of turning cars at the terminals. Under ordinary condi-
*Abstract of a paper read at the annual meeting of the Street Railway
Association of the State of New York, Cooperstown, N. Y., Tune 27-28,
1911.
tions the actual time taken to turn (exclusive of the lay-
over which the crew may take) is thirty seconds at the
loop or wye and sixty seconds at the cross-over terminal,
showing a saving of sixty seconds per trip. It is, how-
ever, at the heavy loading terminals, such as park resorts
or factory districts, that the loop operation shows its great-
est superiority, the cars there taking very little additional
time to load, with no delay to the cars following. On the
other hand, at the cross-section, with the necessary transfer
of controller handle and switch iron, the turning of trolley
and adjusting fenders and the crowding on of passengers, it
is practically impossible to operate on a closer headway than
two minutes unless two or more cars are turned at the same
time. If this is done the cars have to be sent back in twos
or threes and the schedule spacing is disarranged.
ITEM NO. 5 TRAFFIC INTERRUPTION AND TURNBACKS
While the traffic interruptions show a decrease of 3.4 per
cent on the single-end line the turnbacks show a decrease
of 62.2 per cent.
These turnbacks are caused by cars running late, due
principally to traffic interruptions or abnormally heavy
travel. The usual method of turning cars is as follows :
When double-end cars are operating on a six-minute head-
way and a car becomes five minutes late or more the late
car and its follower arrive at the cross-over at the same
time, as the cross-over is located about four minutes' run-
ning time from the line terminal. The passengers are then
transferred to the second car and the first car is turned and
proceeds on its return trip.
This operation, however, is productive of two classes of
complaints :
First: The transfer of passengers to the car following
is always annoying to them and is particularly so in bad
weather.
Second : Passengers between this cross-over and the end
of the line see the first car turned back after they have
waited for it twelve minutes instead of six, and have some-
times waited fourteen minutes on account of the time taken
to transfer passengers and turn the first car.
This does not happen on the single-end cars, as their last
turning places are located at much greater distances from
terminals and are not used except in the case of extraordi-
nary interruptions, such as fires, etc. This might lead one
to think that the single-end line is not operated as closely
to schedule as the double-end line, but the line is actually
running closer to the schedule and giving a continuity of
service not obtained on the other line. This shows that
when there is no opportunity to turn back cars a greater
effort is made to maintain the schedule.
ITEM NO. 7 ACCIDENTS
While many of the different classes of accidents, such
as collisions with cars, vehicles, persons, etc., are common
to both single-end and double-end equipment, and the de-
crease of 13.7 per cent in number of accidents per 10,000
miles operated is to a great extent due to the prepayment
car, still there are accidents in the double-end car caused
by passengers coming in contact with the controller, brake
handle and other equipment located on the rear platform.
The number of these classes of accident on the double-end
line was twenty-nine, or 4.5 per cent of the total, and the
aggregate sum for the whole system paid out in damages
for these classes of accident was 3.3 per cent of the total
amount paid. There are also the accidents caused by pas-
sengers riding on the left-hand rear step or fenders and
falling in front of passing cars. A fatality of this kind
recently happened in our city. These accidents do not
occur in the single-end car.
ITEM NO. 8 EQUIPMENT
In the construction of single-end equipment there are
many points which favor good operation. Two of the
most important are as follows:
First: The removal of the heater from the interior of
the car to the front platform, thereby eliminating the possi-
46
ELECTRIC RAILWAY JOURNAL.
[Vol. XXXVIII, No. i.
ble annoyance of coal gas and increasing the seating capac-
ity of the car. This is very acceptable to the public, and
from the company's standpoint is one of the few remaining
opportunities of increasing the earning capacity per car.
Second : From a mechanical standpoint there is a reduc-
tion in weight of about 2200 lb. per car, thus effecting a
saving in rolling stock investment and maintenance cost.
ITEM NO 9 TRACK AND ROADWAY
As previously stated, the construction of two loops and
two wyes were found necessary for the single-end opera-
tion, intermediate wyes being formed by intersecting lines,
while for the double-end operation there were nine cross-
overs. The comparative cost of installation (exclusive of
right-of-way cost) shows a reduction of 12.5 per cent in
cost of special work. In addition, there is undoubtedly a
considerable saving in maintenance cost from using the loop
operation. We have also found that the single-end cars
make less noise when traveling around their loop track than
do the double-end cars in passing over the frogs and
switches at terminal and intermediate cross-overs. Hence
the number of complaints on this point is less.
REPORT OF COMMITTEE ON JOINT USE OF POLES-
The committee on the joint use of poles presents for
consideration a proposed standard agreement, developed
along the lines of the outline approved by the Street Rail-
way Association of the State of New York at its last quar-
terly meeting. The committee has endeavored to make
this agreement broad enough to warrant its adoption as a
standard by this association.
In accordance with the instructions given the committee
the matter was taken up with the Public Service Commis-
sion and also with the chairman of the overhead lines con-
struction committee of the National Electric Light Asso-
ciation, as well as with the New York Telephone Company,
which had previously asked for representation on this com-
mittee. The work to be taken up was outlined to these
bodies and their representation was asked at the meetings,
for the stated reason that it was desired to develop an
agreement which would be broad enough to be universally
applicable and suitable for use under the various conditions
which exist in the different companies throughout this
State.
Three meetings were held, at one or more of which there
were present besides the committee experts from three
departments of the Public Service Commission — the rail-
way, the power and lighting, and the telephone and tele-
graph departments; two representatives from the New
York Telephone Company and a representative from the
overhead line construction committee of the National Elec-
tric Light Association.
The committee thus was well equipped in an advisory
capacity and this was of very material service to the com-
mittee in preparing the agreement which is submitted.
It is not assumed by the committee that the agreement
as submitted will be acceptable to all interests — in fact, the
discussions at committee meetings developed a great diver-
sity of opinion from the various representatives in regard to
a number of points.
Attention is called to the following features of the agree-
ment, which the committee believed should be borne in
mind :
1. It should protect thoroughly the railway interests and
at the same time not work any hardship on the other inter-
ests concerned. It must not permit hazardous or careless
construction.
2. The agreement and specifications should be extremely
simple and clear, unincumbered with unnecessary words.
♦Abstract of report presented at the annual meeting of the Street
Railwav Association of the Stale of New York, Cooperstown, N. Y.,
Tune 27-28, 1911, by a committee consisting of W. J. Harvie, chairman:
C. L. Cadle, W. B. Fenoyer, R. P. Leavitt and C. S. Stanton.
3. It should be broad enough to admit of use by several
companies jointly, under whatever conditions they operate.
4. It should cover any form of occupancy, whether by
ownership or lease, whether covering one entire property
or a single pole location.
With reference to the drawings referred to in Appendix
"C" the committee has modified only those plates showing
construction in which by virtue of joint occupancy electric
railways would be interested, it being the opinion of the
committee that in any matters involving only the telephone
and electric light companies the use of the National Electric
Light Association's standard specifications was permissible
as representing the accepted engineering of these interests.
It was brought to the attention of the committee that the
agreement submitted differs in many ways from work which
has been done previously by the American Telephone &
Telegraph Company and the National Electric Light Asso-
ciation and that in following this outline the tendency might
be away from rather than toward a standard agreement
which might be suitable for other interests. The committee,
however, felt that it was not in error in its premises and
that it should continue as nearly as possible along the lines
which were approved at the last quarterly meeting.
If in the opinion of the association the proposed agree-
ment is leading away from what might be termed "a uni-
versal standard," no time should be lost in instituting an
investigation jointly with other companies and associations
interested in producing a standard form of agreement and
specification and developing an instrument which would be
a composite of this one and others now in use. If, on the
other hand, the committee has been proceeding in the right
direction for the railway interests, it would recommend
that the agreement as submitted be revised in such minor
points as may be necessary and be presented to the Public
Service Commission for its approval in order that it may be
put into practical use at the earliest possible moment.
PROPOSED STANDARD AGREEMENT FOR THE
JOINT USE OF POLES
This agreement, made and entered into this day of
. 19 by and between the.....
Company, a corporation organized under and by virtue of the Laws of
the State of..". ; the
Company, a corporation organized under and by virtue of the Laws of
the State of ; and the •
Company, a corporation organized under and by virtue of the Laws of
the State of etc., etc., etc
for and in consideration of one dollar by each to the other paid, re-
ceipt whereof is hereby acknowledged, and in further consideration of
the covenants and agreements herein contained,
WITNESSETH THAT:
ARTICLE ONE
The term JOINT USE refers to the use of poles by two or more
parties.
The term POLE refers to. any form of abutment or support to
which any attachments may be fixed.
The term ATTACHMENTS refers to all_ wires, cables, apparatus,
fixtures or appurtenances which may be used by any party hereto in the
conduct of its business.
(Give here, if desired, the reasons for entering into this agreement.)
(Describe here the territory covered by this agreement.)
ARTICLE TWO
Each party to this agreement must have such legal rights as will en-
title it to enter into this agreement without prejudicing any of the
other parties hereto, in their rights, in any way whatsoever.
It is understood that no legal or franchise rights of any of the parties
to this aereement shall be invalidated by its execution.
ARTICLE THREE
Each ot the parties hereto has the right to -nstall and operate the
attachments necessary to carry on its proper business.
ARTICLE FOUR
The right to the use of the poles covered by this agreement shall be
according to the Schedule of Poles Jointly Used, in Appendix "B,"
which shall state, for each pole or group of poles, the proportion of
ownership held by each party hereto.
This schedule may be amended from time to _ time by written fliers
nserted in Appendix "B" and signed by designated officers of all
parties hereto without invalidating this agreement.
The cost of a new joint pole for the mutual convenience of all the
parties hereto rhall be proportioned in accordance with the ownership
designated in Appendix "B."
ARTICLE FIVE
Where rearrangement of attachments or replacement of poles is
necessary for the sole convenience of one or more parties, that party or
parties shall pay the entire expense of replacement or rearrangement^
Each party shall install its own attachments and bill the petitioning
party or parties in accordance with Par. 1 of this article.
Space on poles shall be apportioned in accordance with the specifica-
t ons and drawings in Apoendix "C."
All work shall be performed in accordance with outline shown in
specifications and drawings in Appendix "C."
July i, 191 1 .]
ELECTRIC RAILWAY JOURNAL.
47
ARTICLE SIX
The systems of the parties hereto shall be operated in a proper and
safe manner, and operating conditions shall not be materially changed
without due notice to the other parties hereto.
Each party hereto shall keep its own attachments in safe condition,
without disturbing the attachments of the other party or parties to this
agreement.
The employees or agents of each party hereto shall have the right of
access, in the performance of their duties, to any part of the poles,
whether or not specifically set aside for the use of the other parties
hereto.
Any party hereto placing any attachments on any joint pole shall, in
every case, make provision to maintain proper alignment of the pole
at its own expense.
Any change in pole location or attachments other than referred to in
Article 5, Par. 1, shall be made by mutual agreement between the
parties hereto, and such agreement must designate the party who shall
do the work and the method of handling the cost.
The cost in cases covered by the above paragraph shall be apportioned
in accordance with the ownership shown in Appendix "B," and each
party shall handle its own attachments unless otherwise arranged when
the mutual agreement referred to in this paragraph is entered into.
ARTICLE SEVEN
The maintenance and renewal of poles jointly owned and the methods
to be followed shall be agreed upon by all parties hereto and outlined in
Appendix "A." Neither party hereto shall at any. time change the
location of, or remove any pole jointly owned without the written
consent of the other parties hereto.
Maintenance expense shall be apportioned in accordance with owner-
ship shown in Appendix "B."
ARTICLE EIGHT
Th s agreement shall continue in force from date of its execution to
January 1, 19 unless terminated as provided in Par. 2 of this
article, and may be renewed under the same conditions by mutual agree-
ment of the parties hereto.
In case all parties to this agreement desire to abandon any joint
pole all attachments of each of the parties hereto shall be removed by
it and the joint pole shall be removed in such careful manner ami
within such time as the conditions may require. The party who shall
do the work and the methods to be employed shall be as the parties
hereto may mutually agree in writing. The cost of removal of joint
pole shall be divided in accordance with the ownership as shown in
irhc Bl'y on poles BS fat 'or*
(A) Through a conduit el solid insulating material
securely attached to the pole
(8) On pms or brackets as ehowo ,o plate 7
Telephone Cos aim
Telephone cable shell be not less than i
f above highest port ot'ao* -,pan wire or trot,
** 1 . win- bracket or net less Ihun 4Q' shore othi
attachments the
tmn Conductor mres or cable . each con -
ductcr being inaulBied mth stenderd rub'
ber compound or its equivalent .of the Pol '
lorving tnlckneaa and each pair cl "ires be
mg covered together by at least one
thickness of weather proofed breided or
8°l°S ga"u'ge'' 3 rh •chness of Insulation
No. 8 or less J /<M
" 7 -No 2 " <s-
" / - " 0000
UP W 500,000 C/-1 %4 m
tion of Qny Iqmp shell
v.thtr, s distance oF 20' —*j
entre of the pole
. _ n distance From any part I J
qF lamp brocket h near tut port r .J
trol'ey bracket 12" h
Lamps shall be placed so tho*
no portion shall come within a
d-stance oF-ie'From trolley Hire I
3, guys, standards or other metal port} of I
. Fixture shall be rest' -ctad to the h IF F the
.ole toner d the lump or to ttte Face oFthepole
The lamp and 'ts electr. col connections shall be \
eFfectually insulated from its supporting fixture
The msulat-ion used shall be able to vihstond
•gh voltage breok do-in test of a
potential at least double that of tha operating
voltage oFthe Circut to which the lamp igconnei
ted
Plate 6 — Electric Light Wires Run Vertically on Poles
and Installation of Arc Lamps
Appendix "B,'' after any salvage value has been properly credited.
If any of the parties hereto shall at any time desire to abandon its
proportion of ownership or to permanently discontinue the use of any
of the said poles, it shall notify the other party or parties hereto in
writing to that effect and shall remove its attachments therefrom with-
in s xty (60) days. The party giving such notice shall, after removal
of its attachments, and at the end of said sixty (60) days from the
date of such notice, cease to be liable for any obligation or other
charges incurred thereafter in connection with such pole or poles.
In case of abandonment by one or more of the parties hereto of the
use of any pole, a flier, signifying such abandonment, properly executed
by an official of the abandoning party, shall be made and posted under
Schedule of Poles Jointly Used in Appendix "B." The interest of the
abandoning party or parties shall be divided among the remaining party
or parties to this agreement in proportion to their respective interests
in the pole.
No party to this agreement shall sell, assign, lease or in any way
dispose of any portion of any of the poles or attachments without the
written consent of all parties to this agreement, but this shall not be
construed to limit the right of any party to make a general lease or
assignment of all of its rights, property and franchises, or to enter into
any combination authorized by law; and in case of such lease, assign-
ment or combination, the rights acquired hereunder shall pass to les-
see, assignee or combination.
ARTICLE NINE.
Invoices shall be rendered monthly for work done on jointly used 1
poles in such proportion as the parties hereto are interested, as shown
in Appendix "B," amounts for which shall be paid within sixty (60)
days after receiving invoice. Any party doing work under this agree-
ment shall present, if desired, report showing detailed cost of work.
Invoices for attachments on a rental basis shall be rendered by the
owner on or about the first of each year, payments for which are to be
made by the tenant within sixty (60) days after receiving each invoice.
The count of attachments which are to he covered under the invoices
shall he made once each year, during the month of July, and each
conpany interested shall delegate a representative for such purpose.
These representatives must agree with each other, and the count shown
by them shall be final and binding on all parties hereto.
ARTICLE TEN
During construction, operation or maintenance each party to this
agreement shall be responsible for the effect of its own attachments
and the acts of its employees and agents.
ARTICLE ELEVEN
In case any of the parties to this agreement disagree as to any
questions arising thereunder, such questions shall be settled by arbitra-
tion in the following manner: Upon the written request of any one
of the parties failing to agree, each of the parties to- the agreement shall,
within ten (10) days, appoint one arbitrator. If this results in an odd
number of arbitrators, the arbitrators thus appointed shall, within sixty
(60) days from their appointment, decide the controversy and render
a decision in writing thereon. If the original appointments result in
an even number of arbitrators, these arbitrators shall, within ten (10)
days, appoint an additional arbitrator and proceed with the questions in
hand as above. Upon failure to agree upon the additional arbitrator
within the specified time the parties to this agreement shall apply to
the Public Service Commission for the appointment of an additional
arbitrator, and the arbitrator appointed by the Public Service Commis-
sion shall serve as if elected by the arbitrators.
A majority report shall be final and binding upon all the parties repre-
sented, and the expense of such arbitration shall be borne equally by
the parties represented by the arbitrators.
ARTICLE TWELVE
This agreement shall supersede any existing agreement between the
parties hereto for the joint use of poles, in so far as the provisions of
such existing agreement conflict with those of the agreement.
IN WITNESS WHEREOF each party has caused this agreement to be
executed in its name and its corporate seal to be affixed thereto by its
officer duly authorized thereunto, the dav and year first above written.
(Seal)
By
(Seal i
By
~8ack of pole
-C/ectnc Light* Railway vertical
runs should not be earned on
the same pole with telephone
vertical runs
All cable bores shou'd pre r=-
Ferably be placed on the side V
Qpposire 'he trolley bracket p
Cable bo*es shall not obstruct \
soace needed bv tZ/ectnc
Light s Railway company j
for vert-ca 1 runs
Telephone Co s
/Messen ger i Cable
t Te'r-ohort^ r.jbles shall be not less
than 12" above ^ighrst par f of any
span wire or trolley wire bracket.
Where double bracket]
construction is used
cable box shall be
placed above Railway
Company s highest
a ttachmenfs.
Cable botes
should nener be
placed onpofes
on which arc
lamps may be
installed
Poles on which there
are vertical runs
Shall be stepped
Ver heal attachments
snail be so placed as
not to interfere *,th
the use of the pole
steps
All telephone cables, •
tions and conduits earned vertically
upon a pott? shall be placed upon the
semi -circumference of -the pole at the
back of the pole, except that wires or
cables may be earned around to
cable or terminal boAes or special
Fixtures for distributing* wire placed
on the face of the pole . and 'hat the
stub to a terminal bo* . located on
tne face of a pole may also be
at tach ed to the face of the pole
Plate 9 — Location of Telephone Cable Boxes and Attach-
ments
APPENDIX "A"
(Local conditions may be enumerated here. Please refer to article
and paragraph to which each refers.)
APPENDIX "B"
(Show here the ownership of any or all poles or groups of poles
which this agreement is intended to cover. — The rates agreed upon for
rental privileges may be shown here.)
APPENDIX "C"
These specifications shall apply to poles jointly used by the parties to
this agreement and are a part of the agreement.
For convenience the following definitions will be used:
The term Class "A" Attachments, where used in these specifications,
shall include:
All attachments of a character or operating voltage other than those
specified in classes "B," "C" and "D."
The term Class "B" Attachments, where useC in these specifications,
shall include all attachments of a character or operating voltage as fol-
lows:
Constant potential metallic circuits 5000 volts or less
Alternating-current series, metallic circuits 5000 volts or less
Direct-current series, metallic circuits 7500 volts or less
The term Class "C" Attachments, where used in these specifications,
shall include:
Telephone attachments.
Telegraph attachments.
District messenger service attachments.
Burglar, fire, police alarm and similar attachments.
The term Class "D" Attachments, where used in these specifications,
shall include:
All railway attachments operating at 1500 volts or less.
Class "A" and Class "C" attachments shall not be placed upon the
same pole.
The relative positions of the attachments of the parties hereto, on each
pole, shall be as follows:
Class "A" Attachments shall occupy the top portion of the pole.
4 8
ELECTRIC RAILWAY JOURNAL.
[Vol. XXXVIII, No. i.
Class "B" Attachments shall occupy the next lower portion of the
pole.
Class "C" Attachments shall occupy the next lower portion of the
pole.
Class "D" Attachments shall occupy the lowest portion of the pole,
except where different arrangements are agreed upon in writing by the
parties hereto. In specific cases class "A" attachments may be placed
below class "B" attachments, in which case special construction shall
be agreed upon.
Where two parties operate class "A" attachments the class "A" at-
tachments of each of the parties shall occupy the top portion of the
pole, each one occupying opposite sides of the pole, with a climbing
space of not less than sixty (60) inches between all attachments ex-
cept those on the top cross-arm.
Not more than two class "A" circuits shall be allowed on any joint
pole.
(Following is a descriptive list of the drawings which are a part of
this appendix.)
Plate No. 1. — National Electric Light Association standard, showing
relative position of class "B" and class "C" attachments, etc. (Not re-
produced.)
Plate No. 2. — National Electric Light Associat'on standard, showing
climbing space. Class "C" attachments. (Not reproduced.)
Plate No. 3. — National Electric Light Association standard. Side
view, showing location of class "B" and class "C" attachments. (Not
reproduced.)
Plate No. 4. — National Electric Light Assocation standard, showing
detail construction, class "B" and class "C" attachments. (Not repro-
duced.)
Plate No. 5. — National Electric Light Association standard, showing
distribution methods and clearances, class "B" and class "C" attachments.
(Not reproduced.)
PI ate No. 6. — Modification of National Electric Lght Association stand-
ard plate No. 6, showing class "B" and class "C" attachments, includ-
ing arc lamp, with class "D" attachments added, giving clearances.
Plate No. 7. — National Electric I ight Association, standard plate No.
7, showing class "B" and class "C" attachments, including incandes-
cent lamp fixture, with following notations added showing railway-
clearance required:
Clearance from lamp to top of rail, not less than 14 ft.
Clearance from lamp to trolley wire, not less than 3 ft.
(Not reproduced.)
Plate No. 8. — National Electric Light' Association standard, showing
class "B" and class "C" attachments. Showing vertical runs, etc. (Not
reproduced.)
Plate No. 9. — Modification of National Electric Light Association,
standard plate No. 9, show ng location of class "B" and class "C" at-
tachments, including cable boxes and vertical runs, with railway at-
tachments added.
Plate No. 10. — National Electric Light Association standard, showing
methods of guying, with following note added covering minimum clear-
ance of guy wire over trolley wire:
"Where guy wires cross trolley wires they shall have a
clearance of not less than 5 ft. from the trolley wire."
(Not reproduced.)
Plate No. 11. — National Electric Light Association standard, showing
method of guying. (Not reproduced.)
Plate No. 12. — National Electric Light Association standard, showing
class "B," class "C" and class "D" attachments, with following altera-
tions in notes to show railway requirements:
Para. No. 1, which reads "All line wires shall be carried on pins on
wooden cress-arms, etc.," to read as follows:
"All line wires shall be carried on p : ns on cross-arms, etc."
Para. No. 1, in upper right-hand corner, the latter part of which reads.
"* * * unless approved by the chief engineer," changed to read
as follows:
"* * * unless approved by all parties to this agreement."
Para. No. 2 from top of plate on right-hand side of plate, which
reads, "The lowest telephone cross-arm shall not be less than 24 in.
above the highest part, etc.," changed to read as follows:
"The lowest telephone cross-arm shall not be less than 36 in. above
the highest part, etc."
Para. No. 4 from top of plate, on right-hand side of plate, which
reads, "Trolley wires shall be effectually insulated from span, etc.,"
that port'on in regard to brackets changed to read as follows:
"Where brackets are used the trolley shall be double insulated and
the insulators shall be placed as close as practicable to the trolley wire."
Para. No. 10 from ton of plate, on right-hand side of plate, which
reads, "Negative feeder connections from a point, etc.," to be omitted.
The last two paragraphs on the right-hand side of plate to be omitted.
Change spacing of railway pole pins from 24 ; n. to 32 in.
ENTERTAINMENTS AT C00PERST0WN
Many of the delegates to the Cooperstown convention
reached Cooperstown early Monday morning in order to
enjoy the entertainments which had been arranged by the
committee and play golf at the links of the Country Club.
In the evening there was a trip by boat on Otesaga Lake.
During the session on Tuesday morning the ladies had a
clock golf tournament on putting greens on the hotel lawn
and in the afternoon they played bridge whist. About 4 -.30
the annual ball game took place between the railway
men and the supply men. The teams lined up as follows:
Railway Men — Callaghan, Barnes, Cherry, Duffy, J. C.
Collins, Hamilton, Badger, Moore and Holmes. Supply
Men — Ransom, Slimp, Berry, Chapin, Whipple. Smith,
Hegeman, Garland and Miller.
The Supply Men soon showed their superiority at the
game and would undoubtedly have won, despite the umpire,
if a disappointed and chagrined supporter of the Railway
Men's nine had not seized the bat and ball, during an inter-
mission, and thrown them into the lake. This ended the
contest.
On Tuesday evening 'the banquet was held and was fol-
lowed by dancing in the ballroom. On Wednesday morn-
ing the ladies enjoyed an automobile ride and afterward
partook of lunch at the Golf Club.
THE BANQUET
The annua] banquet was held on Tuesday night, June 27,
and was a most enjoyable affair in accordance with the
best traditions of the association. A novel feature was the
presentation of verses and large cartoons of prominent
members. Those who were honored in this way were Past-
presidents J. N. Shannahan, Edgar S. Fassett and R. E.
Danforth, President J. H. Pardee, Treasurer H. M. Beards-
ley, of Elmira; E. J. Cook, of Rochester, and J. H. Sted-
man, the well-known transfer ticket inventor and raconteur.
Topical verses were also sung in honor of two of the
speakers, the Rev. Ralph Birdsall and Oscar T. Crosby.
After reading congratulatory messages on the work of
the association from Arthur W. Brady, president Ameri-
can Electric Railway Association, and F. W. Stevens,
chairman Public Service Commission, Second District,
President Pardee introduced Rev. Ralph Birdsall as the
first speaker.
Dr. Birdsall, who had addressed the association at the
Cooperstown meeting in 1910, expressed his pleasure at hav-
ing been adopted into the electric railway family. In a
happily worded address he asked his hearers to remember
that they owed something more to the world than the faith-
ful discharge of their routine, professional duties. It was
not the burden but rather the opportunity of every man to
take an active part in uplifting his fellow-men. The re-
sponsibility for such great public matters as sanitation, civic
beauty and morality must not rest entirely on the physician,
architect and clergyman respectively, but must be shared
by all men who wanted to be good citizens.
Randall J. LeBoeuf, counsel Albany & Southern Rail-
road, the second speaker, first discussed the humorous
side of electric railway accident litigation, such as contribu-
tory negligence and preponderance of evidence. Following
this, he referred to the work of public utilities commissions
which he said had placed the public utilities corporation in
a better position than ever before. The public utilities cor-
poration now had the great advantage that a public service
commission would not permit competition if the corporation
was giving satisfactory service to the communities which it
served. Never before were the securities of public service
corporations on a firmer basis. Every new security issued
in New York State since the public utilities law went into
effect on July 1, 1907, had behind it practically the guar-
antee of the people of the State that there had been an
honest investigation to ascertain whether the issues were
warranted and whether the corporation would be able to
pay the fixed charges.
The third speaker was Oscar T. Crosby, president Wil-
mington & Philadelphia Traction Company and one of the
pioneers in electric railway construction and operation. He
said the great problems before electric railways now were
far different from those which confronted them in the past.
Then it was a question of meshing gears, keeping the trolley
wheel on the wire, or preventing commutators from burn-
ing up. now it was the question of what constituted a rea-
sonable return on the investment. Modern conditions made
it imperative to recognize that there was a partnership be-
tween the public utilities corporation and the public itself.
The problem was how to adjust this partnership relation
wisely. At present there was still much confustion in the
public's mind on this subject, because the people could not
discriminate between a new enterprise whose financial
standing was still in peril and an old, established enterprise.
He thoroughly believed that the right of repudiating past
agreements was one which no government could afford to
July i, 1911.]
ELECTRIC RAILWAY JOURNAL.
49
lay aside. Every reform in government had been a repudia-
tion of ancient privileges. However, the public must exer-
cise this right with the greatest patience, otherwise we
would be thrust from the Scylla of Bourbonism to the
Charybdis of anarchy. The partnership between the public
and the corporation should be expressed by some under-
standing as to what reasonable limitation of dividends
should be allowed. This limitation should not be such as to
hinder the projects of progressive, ambitious men who were
willing to risk their all in opening up territory of doubtful
profit. Such men were entitled to a special reward in case
of success.
He wanted to say a word about watered stock, which
seemed to him an excellent invention. Many people were
completely confused by the practice of capitalizing earning
capacity. Now if a promoter went to a bond buyer with
bonds limited to 6 per cent, he could not sell them without
offering some stock as a bonus while keeping the rest of the
stock for himself. This arrangement expressed the relative
seniority of the claims to the profits — first, capital, and sec-
ond, brains. Thus the stock represented the possibility of
getting a higher dividend than the interest charges, which
in themselves would not attract a man who was asked to in-
vest in a new undertaking of doubtful profit. Yet to-day
the government asked, What investment do the stock issues
represent? A narrow limitation of earnings would make it
possible only for strong established companies to clo new
work, and thus the doors of opportunity would be closed to
ambitious men of limited means. The misunderstanding
about the propriety of watered stock might disappear if all
stock in an enterprise should be issued in the form of profit-
sharing certificates instead of having a nominal par value.
Thus in an undertaking requiring a cash investment of
$1,000,000, against which in the past $1,000,000 in 6 per
cent bonds and $1,000,000 in stock might have been issued,
Mr. Crosby said that the bonds might be issued for the cash
required and that each stock certificate would represent
simply the right to participate in the profits after the in-
terest was paid on the bonds. If the State should decide that
these profits should be limited this could be done in any way
which might seem desirable after the stock had received a
return equal, say, to that paid on the bonds. Unless all
new enterprises are to be abandoned some arrangement
should be made for the reward of that much blackguarded
individual the promoter, who assumes so many financial
perils in launching his undertaking. Mr. Crosby defined an
old enterprise as one which could raise money at, say, 5
per cent for any extension desired. With such companies
also some arrangement should be made to permit them a
minimum dividend plus a share of any net earnings which
exceeded the figure so fixed.
In returning to the subject of watered stock, Mr. Crosby
said that there should be no concealment as to its functions.
It should be issued under a kind of pure food act which
would attest the make-up and purpose of the article offered
(for sale. In conclusion, the speaker said that the railways
should never enter into any arrangement which would not
allow them to pay the good wages essential to hire and keep
good men for their service.
The banquet was concluded with a witty speech by Walter
B. Reed, secretary Schenectady Chamber of Commerce.
,
In connection with the building of a new central railway
station at Copenhagen, Denmark, a line is to be constructed
to connect it with the old Oesterbro station. It is proposed
that this shall be operated electrically and a commission has
been appointed to study the project. It is proposed to
include other suburban lines in the scheme, and the single-
phase system is advocated. In the provinces also electrifi-
cation is under consideration, and steps in this direction are
being taken. Thus in Jutland the new line from Aarhuus to
Randers is to be electrically operated.
ANNUAL MEETING OF THE AMERICAN INSTITUTE OF
ELECTRICIAL ENGINEERS.
The twenty-eighth annual convention of the American
Institute of Electrical Engineers was held in Chicago, 111.,
June 26-30. The headquarters were at the Hotel Sherman
and all of the meetings were held there. On Tuesday even-
ing papers were read by Henry Floy on "Depreciation as
Related to Electrical Properties" and by H. M. Byllesby on
"The Responsibilities of Electrical Engineers in Making
Appraisals." Abstracts of these two papers are printed
elsewhere in this issue.
DISCUSSIONS OF PAPERS OF MESSRS. FLOY AND BYLLESBY
Bion J. Arnold agreed with the authors that engineers
could perform no higher service than to assist in making
clear in the minds of the public just what were fair, equita-
ble decisions in controversies between public service cor-
porations and the public. The strained relations of the
past had been due to oversight of the duties of corpora-
tions with respect to the public, which had brought about a
general feeling of distrust. When the public, through
city councils and National and State legislatures, found
itself in a position to exact unjust demands, it in turn over-
stepped the bounds. The public was now treating the cor-
porations more fairly because the American people funda-
mentally are inclined toward right and justice and because
good work had been done by engineers in showing the true
value of public utility properties and the true cost of ren-
dering the service.
Referring to franchise values Mr. Arnold said that in the
early days some companies held franchises that were very
valuable, and they asked the public to pay rates that would
produce earnings on these franchises which had been cap-
italized as well as on capital representing obsolete plant
and equipment which had been replaced. He felt that
public service corporations were justly entitled to more
than a limited return on capital honestly invested in the
early hazardous times. The fundamental principle of rate
regulation was that the public should pay rates such as
would pay for the service given plus the interest on the
capital necessary to carry on the operations of the com-
panies. If the early losses had been great the company
should be allowed to recoup the actual money put into the
property in the beginning and the cost of obsolete plant
since replaced. This assumed that the company from
now on was to have rate regulation. Conversely those
properties which made large earnings in the early days
were not entitled to retain in their capitalization the value
of such losses as might have been sustained in the begin-
ning but which should have been made up out of earnings
when the increase in earnings justified such action. One
Chicago property had paid dividends of 30 per cent at one
time, so that now it suffered no hardship in having to
accept rates which allowed a fair return on the present
value only. The pioneer days had gone by and investment
values were now fairly stable, so that those who had made
large profits in the past should now be satisfied with an
ordinary rate of return on their investment.
In the matter of valuations Mr. Arnold thought the
proper method was first to determine the cost of reproduc-
tion new and then make additional allowances for develop-
ment expenses, which might be from 20 to 25 per cent.
HEAVY ELECTRIC TRACTION
At the railway session on Wednesday morning three
papers were presented in abstract. These were: "Analysis
of Electrification," by W. S. Murray, New York, New
Haven & Hartford Railroad; "Electrical Operation of the
West Jersey & Seashore Railroad," by B. F. Wood, and
"Induction Machines for Heavy Single-Phase Motors," by
E. F. W. Alexanderson. Mr. Murray's paper was the same
as he presented at the Toronto meeting of the Institute in
April, 191 1, and was abstracted in the Electric Railway
50
ELECTRIC RAILWAY JOURNAL.
[Vol. XXXVIII, No. i.
Journal of April 15, page 667. Mr. Wood's paper is
printed in abstract on another page in this issue.
Mr. Murray said that the object of his paper was to
represent fairly the present status of the single-phase sys-
tem of trunk-line operation after an experience of five
years. He was convinced that the single-phase system was
the best to use for heavy electric traction. Engineers
should begin to get together on questions of standardiza-
tion of principles for trunk-line installations. No road was
a true trunk line unless it had important terminals, from
which it followed that it should give suburban passenger
service in and out of those terminals. Handling freight
was a most important consideration. The railroads on the
Atlantic Coast had a ratio of yard track mileage to main
track mileage of nearly 50 per cent, hence it was necessary
to consider yard electrification as well as main-line opera-
tion. The Harlem River yards of the New York, New
Haven & Hartford Railroad, with 100 miles of track and
in some places fifty-three tracks wide, were being equipped
for operation with the single-phase system at a cost of one-
third that of any other system. The cost and weight of
single-phase locomotives and multiple-unit motor cars were
being reduced steadily. The latest single-phase locomo-
tives weighed only 116 tons and were doing the same work
as was performed by earlier locomotives weighing 150 tons.
The designers had made the weight more nearly in correct
proportion to the power and a reduction in cost per horse-
power necessarily followed.
Frank Sprague quoted from his presidential address to
the Institute in 1892, in which he forecast electric opera-
tion of railroads. He now understood that improved de-
signs of split-phase transformers were making possible the
use of polyphase induction motors on single-phase roads.
He regretted that the railroads feared to give out the
actual results of electric operation and complimented Mr.
Woods on the data relating to the West Jersey & Seashore
Railroad which he had made public. The time had not yet
come, in his opinion, when engineers could agree that any
one system of electric traction was the best for all
roads and all conditions. Mr. Sprague next referred to the
load factor of power stations for railway work and said
that the time would come when very large central stations
at favorable locations would supply power not only for
railways but for lighting and commercial purposes through-
out wide areas. Such stations could furnish power cheaply
on account of the diversified load which they would carry.
Finally he gave as his opinion that the battle should be
between the steam and electrical engineers as to whether
electrification was advisable rather than between electrical
engineers as to what system should be used.
E. B. Katte, chief engineer of electric traction, New
York Central & Hudson River Railroad, said that he
regretted that Mr. Wood had omitted all comparisons of
steam and electric operation. The New York Central
figures were not now available because steam and electric
operations were still mixed. He did not think that any one
system of electric traction had yet been developed which
would meet all conditions in a satisfactory manner. The
speaker then presented comparative figures of current con-
sumption in watt-hours per ton mile for typical runs of
New York Central direct-current trains and New Haven
alternating-current trains, which in all cases, he said,
showed less energy required for the direct-current system.
The New York Central recently operated 212,000 train
miles in two months without a single detention due to
failure of any part of the electric equipment. The cost
of electric locomotive inspection and maintenance during
the past three years had been about 3*4 cents per locomo-
tive mile.
L. C. Fritch, chief engineer Chicago Great Western Rail-
way, spoke from the standpoint of the steam railroad engi-
neer. Steam locomotives had their limitations, but electric
locomotives could perform any and all services more effi-
ciently. He thought the railroads were making a mistake
in delaying electrification. The Mallet compound steam
locomotive was the dying gasp in the effort to retain steam
power. In his opinion, the steam railroads had spent mill-
ions of dollars in terminal and grade improvements that
would have brought better results if the money had been
spent for electrification. A number of the roads entering
Chicago could electrify certain parts of their lines profit-
ably, but before electrification was begun the general
scheme of the Chicago terminals should be entirely
changed. He thought Mr. Murray's investigation of the
cost of switching service was of great value and he be-
lieved that yard tracks could be equipped with overhead
wires at a cost of less than $2,000 per mile.
N. W. Storer, Westinghouse Electric & Manufacturing
Company, called attention to the advantage of increasing
the coasting of electric trains and thus reducing the speed
before applying the brakes so as to reduce the power
demand. He referred to the apparently high cost of trol-
ley wire maintenance on the West Jersey & Seashore as
compared with third-rail maintenance. The trolley wire
maintenance was high because of the use of small trolley
wheels on heavy trains. It could be reduced by using the
roller type trolley such as is used on the Southern Pacific
and Key Route cars. Mr. Storer advocated a standard
system of electrification. If a third-rail system was used
on cross-country roads a high voltage would be needed
and the hazard would be increased. He then described the
latest type of New Haven locomotive weighing 116 tons
complete with heating boiler and direct-current control
apparatus. The tractive effort was nearly 40,000 lb. and
the guaranteed speed was 50 m.p.h. It had four pairs of
driving wheels, each driving axle being geared to two
motors. Paradoxical as it might seen, it had been found
that the locomotive could be made lighter by driving each
axle with two small motors instead of one large one. The
pairs of motors were permanently connected in series, thus
giving the advantage of high voltage. The two motors
were connected to a single gear on the axle while a large
motor required two gears on each axle. The number of
moving parts, such as commutator segments, brushes, etc.,
was practically the same and the small motors with their
control apparatus were much easier to handle and maintain.
J. W. Lieb, New York Edison Company, urged standard-
ization on one kind of transmission current interchangeable
with that of the lighting and power companies because of
the great economy of a diversified load. He said that stor-
age batteries were indispensable for continuity of the
Edison service, but the method of using them recently had
been changed. Instead of discharging them every week, it
was now found satisfactory to utilize them only as a
reserve. He praised the Commonwealth Edison Company
for taking the lead and showing that central stations could
profitably assume railway loads.
Charles F. Scott, Westinghouse Electric & Manufactur-
ing Company, pointed out that manufacturers had spent
vast sums to demonstrate that both alternating-current and
direct-current systems would fulfil railroad requirements.
Now the final decision rested with the operating officials of
the steam roads. He made a plea for standardization along
lines that would permit future developments, such as the
possible use of mercury arc rectifiers and induction motors
on single-phase locomotives.
B. F. Wood said that undoubtedly the West Jersey &
Seashore Railroad would have purchased its power if it
could have obtained the low rates given in Chicago. The
power plant, which cost $750,000, had a load factor of only
16 per cent, while the Commonwealth Edison Company had
a factor of 45 per cent.
Mr. Murray, in closing, said that the experience of the
New Haven road showed that the economy of electric
operation would cover the interest on the investment in
electrical equipment.
July i, 1911. | ELECTRIC RAILWAY JOURNAL. 51
Annual Meeting of New York State Association
A Report of the Discussions on the Committee Reports and Papers Which Were Presented and Are Printed in Abstract
Elsewhere in This Issue.
With a well-diversified program of papers on important
business subjects, a successful banquet and other entertain-
ments the members of the Street Railway Association of
the State of New York held their twenty-ninth annual con-
vention at the Hotel O-te-sa-ga, Cooperstown, N. Y., on
June 27 and 28.
FIRST BUSINESS SESSION
President John H. Pardee called the first business session
to order at 10:30 a. m. on Tuesday, June 27. The opening
session was attended by about eighty members.
The association was welcomed to Cooperstown by Judge
Nathaniel P. Willis.
Mr. Pardee then spoke of the recent death of Capt. J. W.
Hinkley and said that he had appointed a committee to
take appropriate action. The committee was composed of
J. K. Choate, Otsego & Herkimer Railroad; E. S. Fassett,
United Traction Company of Albany, and W. H. Collins,
Fonda, Johnstown & Gloversville Railroad. Its report, pre-
sented by Mr. Choate, and unanimously adopted, recom-
mended that the following tribute be placed upon the
minutes :
"The members of the Street Railway Association of the
State of New York desire to place on record some expres-
sion of their sense of loss in the recent death of Capt.
James W. Hinkley, second vice-president of the associa-
tion and president of the Poughkeepsie City & Wappinger's
Falls Electric Railway. Although preceded by a long illness,
the death of such a man as Captain Hinkley, in the prime
of life, with the promise of many years of usefulness, finds
his friends quite unprepared to realize that his earthly
career is ended. A valuable factor in the life of his own
community, he was also highly esteemed throughout the
State by members of this association. His judgment was
of so sound a quality that whatever he had to say always
commanded interest and attention. While his service to
this association was of a most effective character, it is never-
theless chiefly in a personal sense that his death is felt by its
members. He possessed in a rare degree the gift of friend-
ship. He enjoyed among us a popularity which belonged
not merely to personal charm, but to personal integrity and
sterling worth. The association extends its condolences to
Captain Hinkley's bereaved family with the assurance that
the memory of one who set so high a standard in its mem-
bership will ever be held in deep regard."
Secretary C. Gordon Reel then read letters of regret
from invited guests who were unable to attend the con-
vention.
President Pardee read the annual address of the presi-
dent, which is published elsewhere in this issue.
H. M. Beardsley, the treasurer, was detained in Elmira
and in his absence his annual report was read by Secretary
Reel'.
The report of Secretary Reel showed an increase of
members over the preceding year.
President Pardee called attention to the fact that the
association was fortunate in having present railway officials
of other states, as well as representatives of the Public
Service Commission and others interested in railway affairs.
He extended a very cordial invitation to all to participate
in the discussion on the important subjects before the
association.
REPORT OF COMMITTEE ON INTERURBAN RULES
Mr. Choate then presented the report of the committee on
interurban rules, which consisted of resolutions based upon
the report which the committee on interurban rules of the
American Electric Railway Transportation & Traffic Asso-
ciation has prepared for submission at the convention to
be held in Atlantic City in October. The report of this
committee was distributed in pamphlet form to the members
present. The resolutions offered by Mr. Choate provided
for the approval and adoption by the association of the
code recommended by the American Association committee.
In asking the adoption of the resolutions Mr. Choate said
that the committee considered that the report represented
the combined best ideas of the operating officials of high-
speed interurban lines in all sections of the country. The
committee believed that the revised American code con-
stituted the best report that it could make. All the credit
for the rules was due to the committee of the American
Association, headed by J. W. Brown, Public Service Rail-
way of Newark. The committee felt that its real success
would lie in the adoption by the association of a code that
had the general approval of experienced operating officials.
It was not the purpose of the committee to prevent dis-
cussion on the rules, which were prepared in the most
thorough manner, but it believed that the code should be
adopted without delay, with the proviso, of course, that
amendments might be made from time to time.
Mr. Choate suggested that Mr. Brown, chairman of the
American Association committee, be asked to comment on
the code.
Mr. Brown stated that any action taken by the New
York Association would be either a very great help or a
very great drawback to the American Association com-
mittee in its plan to secure the adoption of the code by the
national association in October. The committee represented,
widely separated sections of the country, and after the
completion of its work had the satisfaction of knowing
that some of those who did not favor the code adopted at
Denver in 1909 had already expressed approval of the
present revision. If the New York Association would
place itself on record as approving the revised code it
would do a great deal toward the accomplishment of a
national success. The approval of the New York committee
was greatly appreciated by the American Association com-
mittee.
J. N. Shannahan, Washington. Baltimore & Annapolis
Electric Railroad, said he thought he had never seen a
committee report as full and as nearly perfect as that of
the American committee. The form of compilation of the
report made it very easy to analyze and discuss the points
of change. He believed in the elimination of all rules that
it was possible to do without and of all unnecessary signals,
but thought that it was unadvisable to eliminate Section k
of Rule 99 in the old code, which read as follows : "Answer
to signal of train displaying signals for a following sec-
tion." The committee in its revision eliminated this section
as superfluous. This signal appeared to be a very simple
safeguard, and it should not be neglected. Mr. Shannahan
was prepared to adopt the code, but would continue the
use of this signal.
Reference was then made by Mr. Shannahan to the last
paragraph of old Rule 203 and to old Rule 203a. which were
eliminated by the committee as opposed to good practice.
These related to the operation of trains protected by flag.
They were adopted because of a partial tie-up of one system
as the result of damage to telephone wires by a sleet storm.
If the same conditions should develop again the complete
abandonment of service could not be enforced if the tracks
were safe for operation. Mr. Shannahan had grave doubts
as to the inclusion of this rule at the time of adoption of
the Denver code, and still had grave doubts regarding it,
52
ELECTRIC RAILWAY JOURNAL. [Vol. XXXVIII, No. i.
but some rule should be outlined as a guidance to trainmen
under such circumstances. He was prepared to vote for
the change, but thought that some instructions should be
placed on record to show the men the course which they
should follow.
In regard to old Rule 211, which was revised, and 212,
which was eliminated, Mr. Shannahan said that probably
they should be withdrawn, but it was necessary to make
some provision so that the line car could pass over the
road when telephone wires were out of service for any
cause.
Mr. Choate, in referring to a conference which the com-
mittee had with F. W. Stevens, chairman of the New York
Public Service Commission, Second District, said that Mr.
Stevens had asked for copies of the code in order that it
might be inspected by representatives of the commission
who are familiar with train operation.
Mr. Brown, in speaking of the suggestions of Mr. Shan-
nahan, said that Section k of old Rule 99 was eliminated
because it was thought that it caused a complexity of sig-
nals. In old Rule 203 and 203a the committee thought that
the fundamental principle involved was that of safety and
that any rule which allowed a train to proceed protected by
flag should not be retained. Old Rule 212 provided that all
extra trains lost their rights when the telephone became
defective. It was not thought wise to allow this rule to
remain because trainmen on extra trains would not always
know when the telephone became defective.
Mr. Shannahan said that the code provided for two
whistles as the answer to the signal of a train displaying
signals for a following section and this might be confused
with the answer to the bell-cord signal. If this created a
dangerous condition it should be eliminated. He recog-
nized the risk of having trains proceed protected by flag,
but said that some way must be provided for getting trains
over the road.
Mr. Pardee asked W. H. Collins to take the chair. Mr.
Pardee then stated that it appeared to him that the code was
more satisfactory than any that had been adopted hereto-
fore. It was shorter and some rules that were undoubtedly
essential and were always adapted to varying conditions on
the roads had been eliminated. It would be a mistake to try
to obtain in one code a preventive for every condition or
possible happening on all roads. Many of these matters
could be adjusted by the individual roads.
J. P. Maloney, superintendent Albany & Southern Rail-
road, believed that under Rule 231, as it now reads, the road
might be tied up.
On motion of E. S. Fassett the vote on Mr. Choate's reso-
lution approving the rules was postponed until the afternoon
to allow the members more time to consider the subject.
REPORT OF COMMITTEE ON AMENDMENT OF SECTION I92 OF
THE RAILROAD LAW
W. H. Collins, general manager Fonda, Johnstown &
Gloversville Railroad, presented the report of this com-
mittee, as follows:
"Your committee appointed at the annual meeting of the
association held at Cooperstown on June 27 and 28, 1910,
for the purpose of conferring with the Public Service Com-
mission as to the proper interpretation of Section 192, for-
merly Section 109, of the Railroad Law of this State, re-
lating to the use of center-bearing rails, submitted a report
at the quarterly meeting held in Syracuse on Dec. 6, 1910.
"The report was accepted and the committee continued
with instructions to confer further with the Public Service
Commission and draft a bill to be presented to the Legisla-
ture. A bill was drafted and submitted to the members of
the Public Service Commission, but they declined to ap-
prove it. Chairman Stevens stating that he did not think it
would be wise for the commission either to approve or to
disapprove same at that time. He said, however, that, if
the bill should be introduced into the Legislature and the
committee having the bill in charge should ask the opinion
of the commission regarding its merits, of course such
opinion would be freely given. He further stated that if
the commission had any objection to the bill it would state
it to the committee at that time.
"The position taken by the commission in this matter we
understood to amount practically to an approval of the bill
as drafted, and it was, therefore, presented to the Legisla-
ture, being introduced into the Assembly by Mr. Myers as
Assembly Bill No. 1770, and into the Senate by Senator
White as Senate Bill No. 1083. Neither of these bills has
thus far been reported by the committees, and they have,
therefore, received no progress this year."
Upon motion the report was accepted and the committee
was continued.
REPORT OF COMMITTEE ON JOINT USE OF POLES
W. J, Harvie, chief engineer Utica & Mohawk Valley
Railroad, read the report of the committee. It is published
elsewhere in this issue. Commenting on the report, Mr.
Harvie said that it was made up of two parts. The first
part contained the standard agreement, which was of in-
terest to all companies. A blank Appendix "A" was added
in which local conditions might be enumerated. A blank
Appendix "B" was left to give a schedule of the ownership
of the poles and of the rentals. Appendix "C" was the
specifications. In Appendix "C" there were references to
twelve plates. Of these ten corresponded with the standard
of the National Electric Light Association, but the com-
mittee recommended changes in two plates, namely, plates
6 and 9.
The secretary then read a communication from R. M.
Ferris, chief engineer New York Telephone Company, com-
menting on the report. Mr. Ferris stated that he realized
that the committee had done a great deal of work on the
report, but that it really represented the position of only
one party among those interested. He believed, however,
that there would be comparatively little difficulty in har-
monizing the recommendations in this code, and in that of
the National Electric Light Association, and in that desired
by the writer's company, and in conclusion he suggested
further conferences between representatives of the three
interests concerned.
Charles R. Barnes, electric railroad inspector, Public
Service Commission, upon being called upon, said that he
had been present at two meetings of the committee and,
as he realized the amount of work that had been done on
the report, hesitated about making any suggestions, but
mentioned a few slight changes that he thought might be
incorporated. In Art. 3, Par. 1, he thought a reference
might be made to the classes of attachments mentioned in
Appendix "C," part 2. Art. 6, Par. 3, could be expanded
by the addition of the words "all legally authorized per-
sons." Again, as the joint occupancy of poles was of in-
terest to the Public Service Commission, it would be ad-
visable to provide under Art. 8, Par. 5, that the commission
be notified of any changes made under that paragraph. He
also suggested the addition of the word "solely" after the
words "shall be" and before the word "responsible" in
Art. 10, Par. 1.
E. F. Peck, general manager Schenectady Railway, re-
ferred to the importance of the subject treated by the com-
mittee and the desirability of a joint use of poles by the
several corporations interested, and said that he believed
it was very necessary for the interests to get together on
this subject.
C. Loomis Allen, general manager Syracuse Rapid Tran-
sit Railway, asked if the committee had any recommenda-
tions to make as to the disposition of its report. As Mr.
Harvie said that he would like some action on it, Mr. Allen
moved that the agreement be adopted as the standard of
the association and be referred back to the committee for
such further amendments as it might wish to make, and
that the committee should make another report at the next
quarterly meeting.
July i, 191 i .]
ELECTRIC RAILWAY JOURNAL.
53
REPORT ON FRANCHISES
C. Loomis Allen, of Syracuse, stated on behalf of the
commitee on standard franchises that the committee had
taken up the subject with Commissioner Carlisle, who sub-
sequently had retired from the Public Service Commission.
He asked that the committee on this subject be continued.
This was done.
STORAGE BATTERY CARS
The next order of business was the presentation of a
paper entitled "The Edison-Beach Storage Battery Car,"
by Ralph H. Beach, president Federal Storage Battery Car
Company, New York. An abstract of Mr. Beach's paper
will be found elsewhere in this issue.
R. A. Dyer, Jr., assistant general manager Auburn &
Syracuse Electric Railroad, asked what the efficiency of the
battery was. Mr. Beach replied that the efficiency varied
greatly according to conditions. At the normal rates of
charging and discharging it was 61.2 per cent. In practical
daily operation, however, 85 per cent efficiency in watt-hour
output can be secured when the battery is discharged to
only three-fifths of its total capacity. The battery is much
more efficient in the earlier part of its discharge than in
the latter part. Three-fifths of the discharging capacity
should not be exceeded when the highest efficiency is de-
sired. Continuing, in reply to James P. Barnes, electrical
engineer Syracuse Rapid Transit Railway, Mr. Beach said
that the initial difference of potential was 1.5 volts per cell.
This would soon drop to 1.2 volts, but it would fall only
very slowly thereafter until the battery was discharged to
about 0.8 of its rated capacity. In conclusion, Mr. Beach
said that numerous experiments in the Edison laboratory
appeared to show that no further chemical improvement
was possible in the battery, such as the oxidation feature.
Nevertheless, an important electrical improvement had been
effected by reducing from m - to Yi m - the diameter of
the tubes of the positive plate. This change has greatly
reduced the internal resistance of the battery so that the
voltage drop on grades is much lower.
After a vote of thanks had been tendered Mr. Beach for
his paper the meeting adjourned for luncheon.
TUESDAY AFTERNOON SESSION
The first order of business was the continuation of the
discussion on interurban rules. C. Loomis Allen, vice-
president and general manager Utica & Mohawk Valley
Railway, submitted the following resolution :
"Whereas, This association did, at the 1910 meeting at
Cooperstown, adopt a standard code of rules for interurban
operation; and,
"Whereas, The association through the standing com-
mittee of rules has reported certain amendments and
changes at this meeting, which by proper resolution have
been approved by this association, now, therefore, be it
"Resolved, That these rules as amended be adopted and
ratified by this association and that the committee be con-
tinued, to report at the next meeting of the association such
proposed changes or amendments as may be wise or neces-
sary."
Mr. Choate then withdrew his resolution and seconded
that of Mr. Allen, which was unanimously adopted.
W. B. Potter, chief engineer railway and traction depart-
ment General Electric Company, then presented a paper
entitled "The Gas-Electric Car." An abstract of this
paper is published elsewhere in this issue.
Mr. Allen asked Mr. Potter about maintenance costs.
The latter replied that in one series of tests a car had run
35,000 miles for an apparatus maintenance cost of 2 cents
per car mile. This charge covered the same items which
in his paper were estimated at 3 cents per car mile.
Robert M. Colt, general passenger agent Fonda, Johns-
town & Gloversville Railroad, then read his paper on
"Tariffs," which is abstracted elsewhere in this issue.
W. V. Turner, chief engineer Westinghouse Air Brake
Company, then presented a paper entitled "Steps in the
Solution of the Problem of Adequately Controlling Electric-
aly Propelled Vehicles." An abstract of Mr. Turner's
paper, on which there was no discussion, appears elsewhere
in this issue.
The meeting was then adjourned after the appointment of
a nominating committee consisting of Past-presidents Peck,
Shannahan, Fassett and Allen.
WEDNESDAY MORNING SESSION
In opening the Wednesday morning session President
Pardee announced that, owing to a delay in printing, the
report of the committee on tariffs would have to be mailed
to the members after the meeting.
The first paper of the session was "Reduction of Car
Failures," by J. P. Barnes, electrical engineer Syracuse
Rapid Transit Company. An abstract of Mr. Barnes' paper
is presented elsewhere in this issue. In concluding his
paper, Mr. Barnes added that his car-failure forecast for
June showed an improvement of 12 per cent over May.
W. H. Collins, general manager Fonda, Johnstown &
Gloversville Railroad, asked whether the 3000-mile lubrica-
tion standard applied to all cars. Mr. Barnes replied that
it applied only to the Westinghouse No. 101 and the Gen-
eral Electric No. 216 equipments, which have oil wells and
waste feed. A 300-mile lubrication period was used for
the other equipments, which employed grease originally, but
which were now oiled by means of felt and waste. In reply
to a question by E. F. Peck, general manager Schenectady
Railway, Mr. Barnes said he could not give the exact num-
ber of pull-ins, but he thought that the daily average of
failures was about 8 per cent.
The next paper was on "Single-End versus Double-End
Cars," by Herman Hicks, supervisor of schedules New
York State Railways. An abstract of Mr. Hicks' paper
appears elsewhere in this issue.
R. A. Dyer, Jr., assistant general manager Auburn &
Syracuse Electric Railroad, asked for the difference in the
maintenance cost of single-end and double-end cars. Mr.
Hicks said that the difference was $79.70 per car in favor
of the single-end car.
Mr. Peck asked if the cost of loops and special work was
not a deterrent to changing over from single-end to double-
end cars, especially in view of later extensions. Mr. Hicks
admitted that there were heavy change-over costs, but he
believed that they were justified because of the economies
of single-end operation.
In support of Mr. Hicks, E. J. Cook, general manager
New York State Railways, said that the single-end line had
proved so successful after one year's service that another
line would be equipped with single-end cars on July 1. It
will be operated with fifteen entirely new cars and twelve
converted cars, making a total installation of fifty-two
single-end cars in Rochester. He expected that the com-
pany would continue this course. Referring to Mr. Peck's
inquiry, he said that he had had considerable trouble some-
times in getting the necessary terminals for loops. Under
certain conditions it might not be possible to get proper
accommodations. However, he did not figure the purchase
of real estate as a charge against the change because the
land could be sold at a profit whenever the extension of
the line required the abandonment of the loop.
In reply to Mr. Barnes, Mr. Hicks admitted that the
difference in favor of single-end car maintenance costs
might be due in part to the newness of the single-end equip-
ments.
The last paper was "Maintenance of Way Matters," by
C. A. Alderman, chief engineer Buffalo & Lake Erie Trac-
tion Company. An abstract of this paper appears elsewhere
in this issue.
In reply to Mr. Barnes, Mr. Alderman said that owing
to difficulties in high-speed operation on their three-point
catenary suspension line, where 150-ft. spans are used, all
future work would be of standard span or bracket con-
struction.
54
ELECTRIC RAILWAY JOURNAL.
[Vol. XXXVIII, No. i.
Mr, Dyer expressed his astonishment at this change and
said that the 300-ft. spans with five points of suspension
were giving excellent service on the Syracuse, Lake Shore
& Northern and the Rochester, Syracuse & Eastern Rail-
ways, where cars were operated up to 60 m.p.h. He had
gradually lengthened his suspension points to 60 ft. Lesser
distances than that had proved troublesome. Mr. Peck also
expressed satisfaction with the behavior of catenary con-
struction on the Ballston Spa high-speed line of his com-
pany.
M. J. French, engineer maintenance of way Utica &
Mohawk Valley Railway, said he was glad to see that 100-lb.
T-rail was giving such good service in paved streets,
thus justifying the assertions of the association in favor
of the T-rail.
In reply to a query by Mr. French, Mr. Alderman said
that wooden ties had been used in preference to steel ties
because the conditions of frequent car service favored that
construction which would cause the least delay to car opera-
tion.
Mr. French asked if anyone had experienced trouble with
slag ballast. Some kinds of slag generated a weak sul-
phuric acid which was injurious to the ties. He had had
trouble of this kind on a small section of slag-ballasted
track in Utica. Air. Alderman said he had used a finely
granulated slag ballast in open track for the past three
years without injurious results.
Upon motion of W. H. Collins, a resolution of thanks
was tendered to the entertainment committee, to Mr. Choate
and to the management of the O-te-sa-ga Hotel.
The final business was the election of officers, which re-
sulted as follows : President, Joseph K. Choate. Coopers-
town ; first vice-president, W. H. Collins, Gloversville ; sec-
ond vice-president, E. J. Cook, Rochester; secretary, J. C.
Collins. Rochester; treasurer, H. M. Beardsley. Elmira;
executive committee, J. C. Calisch. John E. Duffy. J. Stan-
ley Moore and Charles H. Smith. After President-elect
Choate had expressed his thanks for the honor of election,
the convention was adjourned.
PROMOTING COMMUTATION TRAFFIC ON THE ALBANY
SOUTHERN RAILROAD
The traffic department of the Albany Southern Railroad
during the past two years has paid special attention to
the development of commutation traffic. It has solicited
information regarding property for sale or rent, summer
hotels, camps and boarding houses along its line, and has
ferent sizes which it has rented for the summer or sold
with a ground lease. One of the accompanying illustra-
tions shows a row of three of these houses of large and
small size.
Another method of attracting residents to the towns
reached by the Albany Southern has been tried this year
for the first time. Large signboards have been erected
Sign at Station Stop
near the stations in each town, where the)' can be read by
passengers sitting in the cars stopped at the stations.
These signs give the name of the town, the running time
and the round-trip commutation fare to Albany. One of
the signs at Nassau is reproduced.
ELECTRICAL EQUIPMENT OF BOSTON PAY- WITHIN CARS
The Boston Elevated Railway is just putting into service
fifty semi-convertible pay-within cars for surface opera-
tion. The new cars were made by the Laconia Car Com-
pany and embody several notable improvements, includ-
ing an all-steel underframe, steel bulkheads, steel roof
trusses and manually operated folding steps and doors,
as described in the Electric Railway Journal for April
1, 191 1.
The motor and control equipments were supplied by
the Westinghouse Electric & Manufacturing Company.
Portable Houses at Kinderhook Lake
furnished this information to anyone interested in country
life. A list of the most desirable of these places has been
published in the summer timetable pamphlet to attract, if
possible, some of the many visitors to Electric Park, which
is 18 miles south of Albany, N. Y., and is owned and
operated by the railroad company. This year the railroad
has purchased and erected at Electric Park, on the shore
of Kinderhook Lake, a number of portable houses of dif-
Equipped Motor Truck for Boston Pay-Within Car
Each car will have a quadruple equipment of No. 306
motors, particularly adapted for high-speed schedules.
The No. 306 motor has a nominal one-hour rating of 50-hp
at 500 volts and 60-hp at 600 volts. Lugs are provided on
the corners of the upper half of the cast-steel motor frame
for bolting the motor to the suspension crossbar. The axle
caps are bolted to brackets extending from this upper
frame. The suspension is designed so that, with the motor
July i, 1911.J
ELECTRIC RAILWAY JOURNAL
55
in place, removal of the retaining bolts allows the lower
half-frame to swing downward. The bearing housings
are so fitted that the lower half of the frame may be
dropped free of the armature and bearings, or the arma-
ture and bearings dropped with the lower frame for in-
spection of the upper field.
The main poles are four in number, and are centered
A STAFFLESS HAND BRAKE
Boston Pay- Within Car
at 45 degrees from the horizontal plane through the axis
of the motor. The main pole pieces are built up of soft
steel punchings. The interpole coils are wound with cop-
per strap and insulated, constructed and finished in sub-
stantially the same manner as the field coils. Each is sup-
ported and protected against injury by a bronze casting
pressed into a groove around the tip of the interpole, and
the coils are held firmly in position to prevent vibration.
The accompanying illustration, made from a photograph
taken in the railway company's shop, Boston, shows one
of the trucks equipped with the No. 306 motors. The
trucks for the new cars were supplied half by the Standard
Motor Truck Company and half by The J. G. Brill Com-
pany.
The motors are to be controlled by the Westinghouse
unit switch control system, type HL, with no jumper pro-
vision for train operation. In type HL control the vari-
ous main circuit connections between trolley, starting re-
sistors and motors are made by pneumatically operated
switches assembled in a common frame or switch group
underneath the car. The reversing connections ordinarily
made by the reverse drum of the plaform controller are
made by a reverse drum similar to that of the controller, but
of more substantial construction, pneumatically operated
and mounted in a separate case underneath the car. The
admission or release of compressed air to the pistons for
operation of the switches and reverser is regulated by
means of electrically operated magnet valves, one of which
is attached to each piston cylinder. The switch group and
reversers are hung from 2 1 2-in. x 2 l / 2 -\r\. angle irons by
means of insulated bolts. The control resistors and fuse
box are hung by means of wooden hangers, and the junction
box by means of sharp iron hangers.
The circuits from the various magnet valves are con-
trolled by a master controller on either car platform
through a control train line which extends the entire
length of the car and terminates at each end in a twelve-
conductor train line receptacle. When the motorman's
platform is in use as a rear end the doors are folded
against the dash, thus making available the entire platform
for loading or discharging passengers.
To reduce the space occupied on the platform by the con-
trolling devices a new hand brake has been designed by
G. S. Ackley, ,the inventor of the Ackley adjustable brake.
This brake combines the space-saving features of the ver-
tical wheel with the advantages of the spur-geared eccen-
trie winding drum. It has been named
the Ackley No-Staff Brake because the
customary brake staff is omitted.
The first engraving shows a full front
view of the new brake. The pedestal and
gear housing is a one-piece casting with
doors on both sides for assembly and
inspection purposes. , In the second view
these doors are shown removed and the
pedestal broken open, disclosing the in-
terior mechanism.
As will be seen, the brake chain is
attached to the eccentric or cam of the
drum, and by means of a spur gear cast
to this drum and the pinion actuated by
the hand wheel, is wound along the smooth
spiral course to the drum's smallest diam-
eter. This drum revolves on a roller bear-
ing, and with its axis in a horizontal posi-
tion there is no difficulty in the release,
as the tension and weight of the unwound
portion of the chain serve toward this
purpose. In the center illustration the
chain is shown as fully unwound.
A new arrangement is used in holding
the brakes when applied. A pawl ratchet is mounted on the
end of the drum and a pawl or dog mounted on the housing
by a stud bolt directly under. The pawl is weighted on the
spur end so that it is kept normally free of the ratchet. A
vertical rod connects the pawl with the foot lever, the ex-
posed part of which is normally raised, When the brakes are
set and the motorman desires to hold the car he locks the
Side and Front Views of Staffless Brake
gears by pressing upon the foot lever, which throws the pawl
into engagement with the ratchet. A slight turn of the hand
wheel in the winding direction allows the weighted spur
end of the pawl to drop free of the ratchet, permitting
the brake to release but only when the motorman is pre-
pared for it and has hold of the hand wheel. This fea-
ture eliminates the dangers of the old staff floor ratchet
pawl and, with which, if the pawl was inadvertently kicked
loose, the brake handle would revolve with great rapidity.
56
ELECTRIC RAILWAY JOURNAL.
[Vol. XXXVIII, No. i.
The third cut shows the chain wound in, the ratchet
pawl which holds the brake from releasing and the goose-
neck lever connection between the brake chain and the
brake levers. This goose-neck connection provides for va-
riable leverages by a series of holes so that the draw rod
may be attached at different distances from the fulcrum.
Different combinations of gear ratios are provided for, but
those of 14:34 and 12:36 (the gears are four pitch) have
been found to give the most satisfactory results ; these com-'
binations are interchangeable in the same housing. The
Ackley no-staff brake will be handled for export by the
Ackley Brake Company, New York City, and its many
agents abroad.
the specialties on this car are the following: Ohio Brass
couplers and sanders, National Brake Company's hand
brakes, General Electric Company's headlights and Elec-
tric Service Supplies Company's gongs. The wheels, axles,
bolsters, brake shoes and journal boxes were furnished by
the J. G. Brill Company, and the body bolsters, bumpers and
ventilators by the American Car Company.
PNEUMATIC TRACK SCRAPERS IN BOSTON
COMBINATION BAGGAGE AND REFRIGERATOR CAR
The Boston Elevated Railway has recently applied to
100 cars the Root pneumatic track scraper shown in the
accompanying halftone and drawing. The two most im-
portant features of this air-operated scraper are that it
eliminates an extra wheel and staff from the platform
and that it cannot fall at either end of the car when it is
J. B. Haggin, one of the wealthy owners of farms in
the Bluegrass section of Kentucky, has very largely given
up the breeding of thoroughbred race horses since the
decadence of racing. At Elmendorf, his beautiful property
near Lexington, dairy cattle have succeeded the horse as
c
t
h
*
j
f
Baggage and Refrigerator Car Used on the Lexington &
Interurban Railway
the chief interest of the owner, and he has become so inter-
ested in the possibilities of dairy products that he has pur-
chased a combination baggage and refrigerator car in which
to handle the products of his farm over the Lexington &
Interurban Railway.
The car was built by the American Car Company, St.
Louis, Mo. The body is made up principally of wood and
the underframe of semi-steel construction. The trucks are
Brill No. 27 M.C.B.-2. The principal dimensions are as
follows: Length of the body, 50 ft.; length over the vesti-
Side Elevation of Pneumatic Track Scraper for Boston Pay-
Within Cars
not in service. The scraper can be adjusted for any de-
sirable pressure. It operates instantly when the motorman
turns on the three-way air valve which is located on the
platform. When the air is released, the spring inside the
air cylinder pulls the scraper out of the way. This type
of scraper was especially designed for the new Boston
cars in order to avoid the use of windlass rods. With the
exception of the pipe from the air cylinder to the three-
Interior of Refrigerator Car Used on the Lexington & In-
terurban Railway
bules, 48 ft. ; width over the sills and over the posts at the
belt, 8 ft. 6 in. ; height from the sill to the trolley base, 9 ft.
6 11/16 in.; height from the top of the rail to the sills,
42J4 in. ; length of bolster centers, 32 ft. 6 in. The two
trucks carry four Westinghouse No. 112 motors. Among
Pneumatic Scraper Applied to the Pay-Within Cars of the
Boston Elevated Railway
way valve, the complete scraper equipment was furnished
by the Root Spring Scraper Company, Kalamazoo, Mich.
These pneumatic scrapers are furnished in several styles
for application to either the car body or the truck, as con-
ditions require.
July i, 191 i.]
ELECTRIC RAILWAY JOURNAL.
57
LONDON LETTER
(From Our Regular Correspondent.)
As a result of the decision of the Prussian State Railways
to electrify at least two of their lines as an experiment,
questions on the electrification of railways in Great Britain
have been asked the president of the Board of Trade re-
cently in the House of Commons. The German Minister
for Railways declared recently that electrification was an
experiment at present on account of the military problems
involved, which dominate all other matters in Germany. On
this account, the substitution of electricity for steam as
motive power must necessarily proceed slowly in Ger-
many as the military authorities have to settle the ques-
tion of danger to the whole railway system of the country
in time of war. Mr. Buxton, the president of the Board
of Trade, replied to the question in the House of Commons
by saying that he was aware of the experiment being made
by the Prussian State Railways, but that he did not think
there was any reason to be disappointed with the progress
of electric traction in England. The Railways Act of 1903
provided ample facilities for the introduction of electricity
on railways when desired. Mr. Buxton also stated that he
would apply for a copy of the report on the electrification
of railways made to the Prussian Diet by the State Railway
Administration.
In 1910 the British Electric Traction Company carried
324,750,000 passengers against 302,750,000 in 1909. The re-
ceipts were £1,690,327 in 1910 against £1,561,657 in 1909.
The net profit for 1910 was £139,512 as compared with
£130,564 in 1909. This, however, is not sufficient to pay div-
idends on all the various classes of stock. The dividend
on the preferred shares has been paid to September, 1908,
but no dividend has been paid on the ordinary shares since
1906. The report states that the board is evolving a plan
to readjust the capital. The dividends which have accumu-
lated on the preferred shares amount to £242,000.
The report of the Glasgow Corporation tramways for the
year ended May 31, 1911, and the official list of statistics
show traffic receipts, £946,021, an increase of £52,430 over
last year's returns. There was an increase of 15,236,736 in
the number of passengers carried, the total being 237,967,-
307, against 222,730,571. There was a decrease of 2,409,941
in the total of penny fares, but this is attributed to a large
extent to the fact that for the four months ended May 31
two-stage fares were in operation in Glasgow. Since
the beginning of the year on June 1, 1910, 6 route miles
of extensions were opened for traffic. The average single-
track mileage open during the year was 194% miles; the car
mileage was 21,704,237 miles, an increase of 730,237 miles;
the traffic receipts per car mile, io.4i6d., an increase of
o.236d.; the traffic receipts per passenger, o.954d., a decrease
of o.oogd.
Sheriff Gardner Millar has delivered judgment in an ap-
peal brought at the instance of the Glasgow Corporation
Tramways committee against the city assessors to se-
cure a reduction of assessments which are payable by the
tramways. His Lordship has decided that the tramways
committee is not entitled to have the undertaking assessed
as a railway and has dismissed the appeal. His Lordship
stated that there was no doubt that the appellants' under-
taking, so far as it consisted of the lines upon the street,
fell under the description of "lands or heritages," but the
question was whether it was a railway within the meaning
of the statute, so that its yearly rent or value should be
deemed to be one-fourth of the amount entered upon the
valuation roll of the city. So far as the physical appearance
was concerned, the appellants' counsel maintained that the
essential features of the two systems were identical. Like
a railway the tramway ran upon a rail fixed to ties in the
ground. Counsel for the respondents admitted there was
no feature in the one system which would differentiate it
from the other, but the tranmways were constructed and
managed under different statutes from those which apply
to a railway. A tramway as a rule consisted of lines in the
public streets, whereas a railway was usually constructed on
land acquired by its promoters. A railroaa was not intended
to be traversed by ordinary traffic.
The third reading of the bill to empower the City of
London to build a new bridge across the Thames near St.
Paul's Churchyard resulted in a vigorous debate in the
House of Commons, and the bill has been referred back to
the committee. No one doubts that a new bridge is neces-
sary, but there is difference of opinion as to how the bridge
should be constructed. As it was intended that the bridge
should carry tramways it was expected that a scheme would
be evolved by which the tramways would be brought across
the river and continue in a subway underneath Cheapside,
joining the northern system in Aldersgate. After the City
of London had consented to the construction of the bridge
an effort was made to change the site of the structure so as
to open up a vista of St. Paul's Cathedral. The original idea
was to bring the approach of the bridge to the end of the
Cathedral, which would have carried traffic in a straight line
from the bridge past the east end of St. Paul's to Aiders-
gate. Many influential peopie and architects, however,
thought that it would be inadvisable to spend such a large
sum of money on a bridge in the vicinity of St. Paul's with-
out endeavoring to open up a vista of the Cathedral from
the bridge approaches and they therefore desired to direct
the bridge toward the center of the Cathedral. The police
claim that the proposed change would quadruple the diffi-
culty of handling the traffic at that point.
The tramway estimates of the London County Council
for the current financial year show that the total expendi-
ture on capital account up to March 31, 1911, amounted to
£11,060,000, and that a further sum of £2,400,000 would be
required to complete the work of electrification and the
construction of authorized lines. This total of £14,000,000,
however, does not include the cost of tramways for which
powers are now being sought in Parliament. Reporting on
the estimates, both the finance committee and the highway
committee draw attention to the motor omnibus companies,
which it is claimed occupy an exceptionally favorable posi-
tion owing to the fact that they are liable, as is the Council,
for rates for occupying the roads over which its omnibuses
run. In addition, these companies are not required to con-
tribute to the upkeep of the roads. The electric railways
are placed at a great disadvantage by having to contribute
towards the upkeep of the road. It is estimated that this re-
lief for the local authorities amounts to £118,000 a year,
exclusive of the cost of street cleaning. This amount is
likely to increase in the future. The operation of all-
night and workmen's cars were also criticised as they in-
volve a loss to the Council estimated at £70,000 a year.
The omnibus companies, on the contrary, do not give spe-
cial workmen's fares, nor do they run their vehicles all
night. The estimated surplus for the coming year is more
than £900,000, but after the charges have been deducted
the net surplus will be about £187,844, of which it is pro-
posed to apply £138,270 to renewals fund, worked out on
the agreed basis of %d. per car mile, and £49,574 to the
general reserve fund. In 1905 the number of persons killed
per 1000 licensed vehicles was 12 by motor 'buses and 12 by
municipal tramcars; in 1906 it was 32 by motor 'buses and
9 by tramcars; in 1907, 29 by motor 'buses and 12 by tram-
cars; in 1908, 55 by motor 'buses and 13 by tramcars, and
in 1909, 44 by motor 'buses and 12 by tramcars. The high-
ways committee reports that the scheme for a tramway
from Marble Arch to Cricklewood was withdrawn in com-
mittee, and that there is no doubt as to the value this line
would be to the public. It has therefore decided to submit
at an early date a recommendation to the Council with a
view to the reintroduction into Parliament in the session of
1912 of a scheme for constructing tramways along this route.
The tramways committee of the Birmingham City
Council has obtained permission to borrow £99,806 for
rolling stock and to reconstruct the tramways. Sixty new
cars are to be purchased, and top covers are to be added to
130 others which are at present uncovered. The cost of
the new cars and covers will be £61,379. About £31,928
will be spent on the reconstruction of the track between
Colmore Row and Hockley Brook, £2,714 is required for
the overhead equipment of the tramways in place of the
present cable system, £2,585 for cables and switch pillars
for the Hockley route, and £1,200 for additional machinery
and plant. During the year just ended more car miles
were run than in the previous year. The equipment of the
cars with meters has enabled the company to reduce the
consumption of current. A. C. S.
58 ELECTRIC RAILWAY JOURNAL. [Vol. XXXVIII, No. r.
News of Electric Railways
Right to Compel Electrification at Chicago
In response to the request of the local transportation
committee of the Common Council of Chicago, Corporation
Counsel Sexton, of Chicago, on June 19, 191 1, rendered an
opinion to the effect that the city of Chicago through its
police power is vested with authority to compel the electri-
fication of the steam railroads which operate into the city.
An opinion in regard to this matter was sought on account
of the ordinance presented to the Council by Alderman
Britten, which, if passed, would compel the railroads which
operate into the city to adopt some power other than steam
and to install the new power so as not to emit smoke. In
his opinion Mr. Sexton said:
"Any ordinance should, of course, provide that the time
within which the railroads should comply with the duties
imposed upon them should be commensurate with the mag-
nitude of the task which tl e ordinance requires them to
perform. The contention will no doubt be made that the
railroads have certain rights under their respective charters,
whether special or granted under the general law providing
for the incorporation of railroads, which are protected by
the constitution.
"This argument will probably be advanced upon the the-
ory that the railroads have built their lines over certain
rights of way before certain numerous streets were opened
up across such rights of way, and upon the further theory
that at the time most of their charters were granted steam
was the only adequate motive power then adaptable, and
that on account of the imperfect development of smoke con-
sumers in locomotives at that time the Legislature contem-
plated that it was necessary in the operation of locomotives
to emit dense clouds of smoke and other noxious gases, and
that their right so to operate locomotives is, therefore, pro-
tected by their charters.
"This position is not tenable. All corporations must
accept their charters subject to the police powers of the
State. Any ordinance passed should direct what should be
done or omitted and should leave the railroads free to adopt
their own methods to accomplish the desired result."
Replies of Companies Filed in New York Rapid Transit
Negotiations
On June 27, 191 1, the Interborough Rapid Transit Corn-
pan)- rejected the terms fixed by the Board of Estimate of
New York for the construction, equipment and operation
of rapid transit lines in New York in accordance with the
recommendations of the special committee, of the Board of
Estimate and the Public Service Commission which pro-
posed a division of territory between the Interborough
Rapid Transit Company and the Brooklyn Rapid Transit
Company. The Brooklyn Rapid Transit Company, how-
ever, on the same day expressed a desire to accept the
terms of the city, but in its reply cited certain modifications
which it declared were conditions precedent to its accept-
ance. In its letter the Interborough Rapid Transit Com-
pany said substantially:
"We regret for the reasons set forth in the accompanying
memorandum that we are unable to accept the terms pro-
posed, or, under the new conditions that have arisen, to con-
tinue in force our subway offer of Dec. 5, 1910, and May 9,
1911.
"We regret that we are forced to take a position which,
together with the declared policy of the city authorities,
necessarily leaves the city divided into two rapid transit
districts, requiring a double fare to travel from one to the
other; renders impossible of fulfilment the wise policy of
the old Rapid Transit Commission, repeatedly declared, of
developing the present subway lines so as to afford at the
least possible cost through trunk lines upon the east and
west sides of Manhattan, with normal feeders to the out-
lying boroughs: deprives the greater city as a whole of the
benefit of a unified rapid transit system with a single 5-cent
fare: substitutes for a 5-cent access to Coney Island from all
parts of the city a plan under which the greater portion of
the citizens can reach the seaside only upon the payment of
a double fare, and in many cases a triple fare: cuts out the
heart of the business center of Manhattan, separates it from
its own residential districts, attaches it as a terminal to the
Brooklyn system alone, and necessarily unsettles and per-
haps revolutionizes real estate values throughout the bor-
oughs of Manhattan and the Bronx; applies the credit re-
leased through the successful operation of the present sub-
way system on the island of Manhattan and a great portion
of the additional credit hereafter available to the develop-
ment of the rapid transit system of one borough; entails
upon the city, under the guarantee provision to the Brook-
lyn Rapid Transit Company above referred to, a large con-
tinuing deficit, of which Manhattan and the Bronx will bear
the larger proportion; gives absolutely no rapid transit
relief to the great residential district of the upper west side
of New York; furnishes no transit facilities to the public
using the new Pennsylvania station or to the lower west
side; leaves congestion upon the east side for many years
substantially where it stands to-day; only in the distant
future, if the triborough route should be built, promises to
extend a limited service to the Bronx, and postpones such
relief as it does propose to confer upon a limited section
of New York through a period of many years.
"In justice, however, to the holders of our stock and of
our bonds, no other course is open to the company than to
decline. If the city desires the co-operation of the Inter-
borough Company, and through it the co-operation of pri-
vate capital, in the execution of its general rapid transit
plans, it will be necessary for the city to propose terms
which will justify this company, with respect to both its
old and new investment, in embarking in the project.
"We are likewise compelled to decline the terms tendered
for third-tracking the elevated lines. We nevertheless
stand prepared, within the reasonable limits of our re-
sources, to relieve at an early date the unfortunate condi-
tion of travel congestion in this city. Our offer of June io,
1910, with respect to elevated improvements and the opera-
tion of the Belmont tunnel, connecting Queens with Man-
hattan, upon which an agreement had been almost reached
with the Public Service Commission, we still leave open for
your further consideration."
The memorandum which accompanied the letter begins
with a review of the subway negotiations and then dis-
cusses the company's fears concerning the losses likely to
be experienced in the first five years of operating the ex-
tended system, assuming the terms as set forth in its offer
amended down to May 9, and the traffic growth as esti-
mated in the report of the special committee of the Board of
Estimate and the Public Service Commission. The mem-
orandum then remarks that if the actual rate of travel in-
crease on the elevated and subway lines in the past year
were used as determining the growth of the first ten years
of operation the net result might be disastrous. In the
memorandum the company declares:
"The margin of safety in our offer of May 9 was so nar-
row that the introduction of the Broadway competitive
route reducing our estimated revenues by not less than
$5,000,000 a year would have made it impossible for us to
carry the offer into effect. If, therefore, our own offer went
to the limits of conservatism it must be manifest how utterly
impossible it is for us to accept the city's present offer,
which makes certain a severe competition and imposes
many additional hardships on the company."
The reply of the Brooklyn Rapid Transit Company points
out in detail the modification of the terms which the com-
pany desires. That part of the reply, however, in which
the company signifies its general willingness to accept
follows:
"We beg to say that generally we are prepared to accept
the recommendations of said report as applicable to the
proposals made by this company and. upon the terms
therein laid down, to pledge the entering into contracts for
the carrying out of such recommendations, through the
July i, 191 i.]
ELECTRIC RAILWAY JOURNAL.
59
instrumentality of a new company to be organized for that
purpose and of the existing railroad companies the opera-
tion of whose lines is to be merged with that of new rapid
transit lines.
"In making this response, however, we ask, as a condi-
tion of our acceptance, that certain matters not explicitly or
fully covered in the report be made clear according to our
understanding of the intentions of the conferees, and that
certain modifications of the proposed operating terms be
made in the light of a better appreciation of their effect or a
fuller understanding of the facts upon which they were based.
While there are several features of the report as applicable
to us which we regard as unnecessarily severe and one in
particular which we believe to be unwise from the point of
view of the city, nevertheless our disposition has been from
the beginning, and is now, to co-operate with the city to the
extent of our ability for the solution of the transit problem.
So much does our plan offer in the way of transit relief and
for the best development of New York that it would, in our
judgment, be a public calamity if by insistence upon terms
which are unreasonable either as against the city or as
against the company, the negotiations which have pro-
gressed during three months should now fail of accom-
plishment.
"The modifications which we have requested merely offer
some protection against possible loss and assist in our
financing of this great project. We do not ask that the
city, because adopting the absolutely uneconomic proposi-
tion of a 5-cent fare to Coney Island, should bear the burden
of such a policy. We do not even ask that this unreason-
able condition should be eliminated from the proposed
terms, but we do suggest that the city, even more than the
company, has a vital interest in this matter and that before
enforcing such a rate of fare for purely pleasure traffic it
should await for a reasonable period the result of operation
under the present rate of fare."
Initiative Measures in Portland, Ore.
At the recent election in Portland, Ore., several initiative
measures were voted upon which affect the Portland Rail-
way, Light & Power Company. The three measures of
greatest moment to the company were the bill to create a
local public service commission, a no-seat-no-ride ordi-
nance and a proposal to place a license tax of 3 per cent
on the gross earnings of the electric companies in Portland.
The measure to create a public service commission and the
no-seat-no-ride ordinance were defeated, but the tax meas-
ure was passed.
The Portland Railway, Light & Power Company con-
ducted a campaign of publicity which lasted two weeks to
meet the issues which were raised by the proposed meas-
ures. During the first week the campaign was entirely
educational, being designed to bring the public to realize the
immense amount of work done by the company in Portland
and the significance of this work in respect to the pros-
perity of the city and the comfort of its inhabitants. Prac-
tically every organization in the city condemned the no-
seat-no-ride ordinance, many of them condemned the tax
measure, and the principal newspapers and a large number
of prominent individuals condemned all three. The first
week of the campaign of the company paved the way for
arguments and the second week of the campaign, which was
the week preceding the election, was given over to discus-
sions of the questions and principles involved in the meas-
ures which were to come before the voters.
The Portland Ad Club was one of the prominent organi-
zations of the city which opposed the no-seat-no-ride ordi-
nance and the tax measure. F. W. Hild, general manager
of the Portland Railway, Light & Power Company, ad-
dressed this club. He said that the company paid out last
year in various forms of taxation about $658,000, or ap-
proximately 12*4 per cent of its gross earnings. This was
made up as follows: $318,000 in direct taxes, $30,000 in
bridge rentals and $300,000 in paving assessments, which
are a survival from the horse-car days. In the five years
which end this year, Mr. Hild said, the gross earnings of
the company will approximate $24,900,000, while during the
same period expenditures for all purposes will amount to
about $44,000,000, the difference representing the amount
expended for extensions and general improvements.
Arbitrator Selected in Toledo
The City Council of Toledo, Ohio, and Mayor Whitlock
have decided to accept the proposal of the Toledo Rail-
ways & Light Company to select an arbitrator to decide
differences between the two expert appraisers of the prop-
erty. Mayor Whitlock has asked the company to name its
appraiser so that the work may proceed.
In a letter to Mayor Whitlock, Albion E. Lang, president
of the Toledo Railways & Light Company, stated that the
question of an arbitrator to settle the differences between
the experts chosen to fix a valuation on the railway prop-
erty for franchise purposes would be decided at the regular
meeting of the board of directors on June 29, 191 1. The
letter was written by Mr. Lang while he was in New York
consulting with the bondholders of the company.
Attorney W. W. Miller, of Hornblower, Miller & Potter,
is quoted as follows in regard to the affairs of the company:
"The committee representing the bondh lders is satisfied
with the negotiations now being carried on for an adjust-
ment of the franchise question with the city of Toledo, and
confidently expects that the matter will be adjusted within
a comparatively short time. An attempt to throw the com-
pany into the hands of a receiver at this time would be
U nwise.
"A meeting of the bondholders and creditors was held in
Toledo recently to arrange to pay off the semi-annual inter-
est on the company's bonds due July 1, 191 1, and discuss
the question of improvements to the property for the com-
ing six months.
"Since the creditors and bondholders' protective commit-
tee was organized more than two years ago it has expended
more than $1,000,000 for improvements and has arranged to
expend still further sums in raising the standard of effi-
ciency of the property to meet the requirements of the
traveling public.
"No steps will be taken toward reorganizing the property
until the franchise question has been settled. As soon as
that matter is out of the way a plan will be presented, and it
is expected that little trouble will be experienced in putting
it through to the satisfaction of all parties concerned with-
out throwing the company into the hands of a receiver,
which would be expensive."
A petition signed by 200 members of the Toilers' League
was presented to the City Council recently asking that the
company be required to operate at a rate of eight tickets for
25 cents and that a charge of $500 a day be made for the
use of streets upon which the franchises are said to have
expired.
New Haven Protests Against Compulsory Electrification at
Boston
The New York, New Haven & Hartford Railroad has sent
to every member of the Legislature of Massachusetts a cir-
cular protesting against compulsory electrification of its
lines out of Boston, in which it says in part:
"Except where use of tunnels is rendered less dangerous
by use of electricity there has been no compulsory electrifi-
cation of railroads. All the New York, New Haven & Hart-
ford Railroad's electrification has been without compulsory
legislation. The company has repeatedly stated its desire
and willingness to electrify. This year it proposes to elec-
trify from Readville, on the Boston & Providence Railroad,
to Beverly, on the Boston & Maine Railroad.
"Electrification of short distances, say 10 miles, has never
been found at all economical, and compulsory electrification
within a io-mile limit will be unusually uneconomical.
Money required for electrification must be raised by the
issue of new securities, and, unless the money for electrifi-
cation is wisely and economically expended, there will be
placed upon railroad transportation a very serious charge
which can only be met by increased passenger and freight
rates. The best business interests of New England require
these rates to be kept as low as possible consistent with
safety.
"It is proposed to discriminate against every other city
and town in Massachusetts in favor of the district within
10 miles of Boston. Estimated cost of electrification of this
district will amount to approximately $40,000,000. If the
railroads are called upon to make this expenditure in the
6o
ELECTRIC RAILWAY JOURNAL.
[Vol. XXXVIII, No. i.
city of Boston and vicinity, if the proceeds of the securities
which the railroad corporations can find the public willing to
purchase must be expended in this electrification, then other
railroad improvements must necessarily wait. Electrification
in other parts of Massachusetts must wait because there is
a limit to the amount of money which the public will invest
in railroad securities."
New Detroit Municipal Ownership Amendment
Corporation Counsel Hally, of Detroit, Mich., has pre-
pared a new dra.ft of a municipal ownership charter amend-
ment which he believes corrects the legal defects of the
former amendment. Mr. Hally said that Council cannot
take action on the amendment until Aug. i, 191 1, as the
law under which it is drawn does not take effect until that
time. Two elections v/ill then be required, one to ascertain
whether the people favor municipal ownership and the
other to authorize bonds to purchase the street railway
property.
Alderman Thomas Glinnan, of Detroit, Mich., has intro-
duced in the Council of Detroit a resolution to submit the
question of the city taking over the Detroit United Railway
to the voters of Detroit at an election to be held some time
after Aug. 1, 191 1. The resolution directs the committee
of the Council on charter and city legislation and Corpora-
tion Counsel Hally to prepare the bill for submission to the
voters, and requests the committee on charter and city
legislation to select a day for a special election to be held
as soon as possible after Aug. 1, 191 1, to determine the
question. Mr. Glinnan's bill, which provides for an amend-
ment to the charter so as to permit the city to own and
operate the street railway system, was referred to the com-
mittee on charter and city legislation.
Amendments to Cleveland Grant
At a meeting of the committee of the whole of the City
Council of Cleveland on June 20, 191 1, the Kramer amend-
ments to the Tayler franchise were approved and they will
come before Council at the next regular meeting. On June
19 and 20 G. M. Dahl, street railway commissioner, and
Mr. Baker, the city solicitor, expressed their views
openly, and Mr. Baker finally refused to vote upon the
amendments. At the previous meetings Mr. Baker sup-
ported the amendment to require the property to be main-
tained at 100 per cent of its renewal value, but at the meet-
ing on June 20 he said that he thought this was imprac-
tical. Mr. Dahl also objected to the amendment. He con-
tended that under it the people would be taxed unnecessarily
to protect capital.
On the question of extending the low fare to the suburbs
as they are annexed Mr. Baker argued that each car rider
should pay approximately what it cost to carry him. Mr.
Dahl said that each rider should pay a flat fare and Mr.
Baker finally agreed that this was the correct system. The
Hanratty amendment to provide for the extension of low
fare to all annexed territory after Dec. 18, 1909, failed, but
the Kramer amendment, which gives Council the right to
extend the fare to any suburb, was adopted.
Mr. Baker asked whether the company would have the
right to raise the fare to the suburbs during the last fifteen
years of the life of the ordinance. Councilman Morgan and
others pointed out that ordinances extending the fare
would be subject to a referendum vote. Mr. Baker opposed
the amendment to give the city power to dictate extensions
and betterments up to the last five years of the life of the
franchise, subject to arbitration on the propriety of making
such betterments and the company's ability to finance them.
He asserted that the acts of Council should not be subject
to arbitration as to their propriety, but should be absolute.
Mr. Dahl stated that it might not be possible for the com-
pany to comply with arbitrary demands of the Council and
thought that some means should be provided to meet such
a crisis. The amendment was approved in its original form.
The Burke amendment to permit conductors and motormen
to ride free when not in uniform by exhibiting their badges
was approved.
The City Council did not act upon the proposed amend-
ments to the Tayler franchise at its regular meeting on the
evening of June 26, 191 1.
National Civic Federation Conference on Uniform Public
Utility Legislation
The national committee on the regulation of railroads
and public utilities, which was appointed some time ago by
President Seth Low of the National Civic Federation, New
York, held its first meeting in New York on June 23,
191 1, to consider the question of drafting a bill for a model
law for the regulation of railroads and other public utilities.
Mr. Low, who presided, was authorized by the committee
to appoint a sub-committee of seven to make an investiga-
tion and report on a plan for the proposed bill, and he
named the following sub-committee before the meeting
adjourned: Emerson McMillin, American Light & Trac-
tion Company, chairman; Franklin K. Lane of the Inter-
state Commerce Commission, Martin S. Decker of the
Public Service Commission of the Second District of New
York, Milo R. Maltbie of the Public Service Commission
of the First District of New York, Prof. John H. Gray of
the University of Minnesota, P. H. Morrissey, former
grand chief of the Brotherhood of Railroad Trainmen, and
Franklin Q. Brown.
During the meeting President Low called attention to
the fact that the Civic Federation a few years ago sent a
commission abroad to investigate the status of public and
private ownership and operation of public utilities in Eng-
land as compared with similar enterprises in the United
States. He said that the report of that committee was
probably the best compendium of facts on the subject yet
produced. Lack of uniformity in State legislation on the
subject was liable to injure railroads and other corpora-
tions. The sub-committee expects to meet soon.
Among the speakers at the meeting on June 23, 1910,
were: Prof. John H. Gray of the University of Minne-
sota, who was a member of the federation commission
which went abroad to study government and private opera-
tion of public utilities; Blewitt Lee, general solicitor of the
Illinois Central Railroad; P. H. Morrissey, former grand
chief of the Brotherhood of Railroad Trainmen, and Emer-
son McMillin, president of the American Light & Trac-
tion Company. Some others in attendance, or invited to be
present at the meeting, were: Arthur W. Brady, president
American Electric Railway Association; James Campbell,
president North American Company; Theodore N. Vail,
president American Telephone & Telegraph Company;
George W. Perkins, railway director and banker; Samuel
Insull, president Commonwealth Electric Company; Robert
Winsor. banker and director in public utilities companies;
August Belmont, chairman board of directors Interborough
Railroad Company; Timothy S. Williams, president Brook-
lyn Rapid Transit Company; Robert Mather, president
Westinghouse Electric & Manufacturing Company; W. W.
Freeman, president National Electric Light Association;
Charles L. Edgar, chairman committee on public policy
National Electric Light Association; George F. Swain, pro-
fessor political economy Harvard University; W. J. Clark,
General Electric Company, and James H. McGraw, presi-
dent McGraw Publishing Company.
Extension of Time for Terminal Improvement in New
York. — The New York Central & Hudson River Railroad
has been granted an extension of time until Dec. 31, 1912,
by the city authorities of New York in which to complete
the improvements to the Grand Central station.
Mono-Rail Line Ordered to Be Removed. — The Board of
Estimate of New York has decided that the Pelham Park &
City Island Railroad, New York, N. Y., must remove its
mono-rail line from Pelham Bay Park and has refused to
grant the company an extension of time in which to build
the line through City Island.
Suit Proposed to Compel Returns in Regard to Bond Sales.
— The Public Service Commission of the Second District of
New York has issued an order to require the Rockland Rail-
road to show cause before it on July 10, 191 1, at Albany,
why an action should not be commenced to recover penalties
for the failure of the company to file reports covering the
issuance of bonds previously authorized by the commission.
On Jan. 26, 1910, the commission authorized the company to
execute a mortgage for. $3,000,000 and issue thereunder a
July i, 1911.]
ELECTRIC RAILWAY JOURNAL.
61
like amount of fifty-year gold bonds. The company, which
proposes to build an electric railway in Rockland County,
has failed to file reports covering tl<e sale of these bonds
in the form required by the commission.
Suburban Municipal Line at Toronto Desires Entrance
Over City Lines. — Corporation Counsel Drayton, of To-
ronto, Ont., has asked the Ontario Railway & Municipal
Board for an order to require the Toronto Railway to ap-
prove of the city's plans for the proposed municipal street
car lines in the remote sections of the city. H. S. Osier
objected that the application for running rights over the
company's lines was premature because the city had not
built any lines. Mr. Drayton replied that without an under-
standing beforehand the city might be put to unnecessary
expense for carhouses, etc., if the Toronto Railway should
object to the equipment as unsuitable after the city had
built the proposed lines. The board reserved judgment.
Physical Value of Seattle, Renton & Southern Railway
Fixed. — R. H. Thompson, city engineer of Seattle, Wash.,
has completed the work of valuing the physical property
of the Seattle, Renton & Southern Railway. The appraisal
was made in accordance with a resolution to authorize the
city to issue $800,000 of bonds to take over the property,
the purchase of which was approved by the voters of
Seattle some time ago. Mr. Thompson has fixed the value
of the property at upward of $500,000, and his report to
the Board of Public Works has been referred to a com-
mittee composed of Mr. Thompson, A. L. Valentine, su-
perintendent of public utilities, and J. D. Ross, superin-
tendent of lights.
Arguments Concluded in Milwaukee Fare Case. — The
arguments before the Railroad Commission of Wisconsin
in connection with the petition of the city of Milwaukee
for a 3-cent fare on the lines of the Milwaukee Electric
Railway & Light Company were concluded at Milwaukee
on June 16, 1911. At the concluding hearings Lester C.
Manson, former assistant city attorney, appeared for the
city and E. S. Mack, George P. Miller and W. J. Curtis
appeared for the company. A summary of the contentions
in the brief of the company, which bears the names of
Miller, Mack & Fairchild, attorneys, and Sullivan & Crom-
well, counsel for the company, was published in the Elec-
tric Railway Journal of June 10, 191 1, page 1025.
Columbus Dynamiting Cases. — The indictment against
David A. Davis on the charge of aiding and abetting in the
dynamiting of cars during the strike of the employees of
the Columbus Railway & Light Company, Columbus, Ohio,
a year ago, has been nolled, as sufficient evidence for con-
viction could not be secured by the prosecuting attorney.
Davis claimed that union street car men gave him money
to be handed to Alfred N. Strader, now serving a fifteen-
year term in the penitentiary on the charge of dynamiting
cars. He asserted that he did not know that Strader was
charged with dynamiting cars when he gave him the money
and helped him to escape. Morris V. Cranmer, financial
secretary of the local organization of street railway men at
Columbus, is yet to be tried on the charge of aiding and
abetting in the dynamiting.
Boston & Eastern Railroad Granted Certificate of Neces-
sity. — Governor Foss of Massachusetts has signed the bill
granting to the Boston & Eastern Railroad a certificate of
exigency for the right to build a high-speed interurban
electric railway over a private right-of-way from Boston
to Danvers and certain intermediate points. The original
application for a certificate of necessity was made on Aug.
23, 1906. On Sept. 18, 1907, the Railroad Commission de-
clared the route faulty and suggested an independent en-
trance to Boston. On Nov. 17, 1908, the commission
witheld the certificate of necessity for lack of authority to
build the tunnel. An April 6, 1909, the Legislature in-
structed the railroad and transit commissioners to report
jointly on the desirability of the tunnel. On June 15, 1910,
the Governor signed the tunnel bill. Hearings were then
ordered on question of exigency, and on Aug. 22, 1910, the
commission deferred issuing a certificate until the Legisla-
ture had acted on other reports relating to metropolitan
affairs at Boston. On Aug. 23, 191 1, the company applied
for a rehearing with the result that it has now obtained the
necessary certificate.
Financial and Corporate
New York Stock and Money Markets
June 27, 191 1.
Aside from activity on Saturday and Monday following
the decision of the government case against the Harriman
lines in favor of the railroads, business on the New York
Stock Exchange has been quiet throughout the week and
trading has been light with few price changes. Brooklyn
Rapid Transit advanced 1*4 points, the rise being attributed
to developments in the subway question. Interest in the
money market is increasing owing to financing of the
Panama Canal bonds and the volume of July disbursements.
Quotations to-day were: Call, 2j4,@2J / 2 per cent; ninety
days, 2^.@3 per cent.
Other Markets
The Philadelphia market, while active, has not been great-
ly concerned with traction interests.
Elevated railway issues have been leaders in the Chicago
market for the week, prices advancing on Saturday last,
followed by slight declines in Monday's market.
Narrow trading and minor price changes form the record
of the Boston Exchange, with American Telephone and the
coppers constituting the only shares of interest in to-day's
market.
United Railways issues were strong and active in Balti-
more early last week and Augusta & Aiken Electric & Rail-
way preferred gained a point last Monday.
Quotations of traction and manufacturing securities as
compared with last week follow:
June 20. June 27.
American Light & Traction Company (common) ... .a295 a295
American Light & Traction Company (preferred) ... .al08 al08
American Railways Company a44 a44
Aurora, Elgin & Chicago Railroad (common) a43 4054
Aurora, Elgin & Chicago Railroad (preferred) a88 a85%
Boston Elevated Railway 129 V 2 a 128 '/a
Boston Suburban Electric Companies (common) al6 a\A l / 2
Boston Suburban Electric Companies (preferred) .... 75 a/5
Boston & Worcester Electric Companies (common) . . 10 al2
Boston & Worcester Electric Companies (preferred).. a51 a57
Brooklyn Rapid Transit Company 80!4 81%
Brooklyn Rapid Transit Company, 1st ref. conv. 4s.. 85 86
Capital Traction Company, Washington 127 J4 127%
Chicago City Railway al95 al95
Chicago & Oak Park Elevated Railroad (common) .... 2 2
Chicago & Oak Park Elevated Railroad (preferred) 6 6
Chicago Railways, ptcptg., ctf. 1 a84 a85
Chicago Railways, ptcptg., ctf. 2 a22 a24
Chicago Railways, ptcptg., ctf. 3 a9^ a9}4
Chicago Railways, ptcptg aS l / 2 aS'A
Cincinnati Street Railway * 1 33 13054
Cleveland Railway a96 a96
Columbus Railway (common) 96 *96
Columbus Railway (preferred) 101 * 1 1
Consolidated Traction of New Jersey a76 a76
Consolidated Traction of N. J., 5 per cent bonds .... al05 l / 2 al05 54
Dayton Street Railway (common) a30 a30
Dayton Street Railway (preferred) alOO alOO
Detroit United Railway a74 a74
General Electric Company 16354 16254
Georgia Railway & Electric Company (common) 151 al55
Georgia Railway & Electric Company (preferred) .... 93 a93
Interborough Metropolitan Company (common) 18 18
Interborough Metropolitan Company (preferred).... 51% 50
Interborough Metropolitan Company (454s) 77% 7854
Kansas City Railway & Light Company (common).... al9 al9
Kansas City Railway & Light Company (preferred) . . a44 a44
Manhattan Railway. 13754 al3754
Massachusetts Electric Companies (common) a23 a22%
Massachusetts Electric Companies (preferred) a92% a9154
Metropolitan West Side, Chicago (common) a265i a26
Metropolitan West " Side, Chicago (preferred) a72 a7454
Metropolitan Street Railway, New York 15 15
Milwaukee Electric Railway & Light (preferred) ....* 1 10 110
North American Company 7454 74%
Northern Ohio Eight & Traction Company *48 48
Northwestern Elevated Railroad (common) a27% a28 ! 4
Northwestern Elevated Railroad (preferred) a67 a69
Philadelphia Company, Pittsburgh (common) a5654 a56
Philadelphia Company. Pittsburgh (preferred) a4454 a43%
Philadelphia Rapid Transit Company 1954 al95i
Philadelphia Traction Company a87',4 aS6'/ 2
Public Service Corporation, 5% col. notes (1913) 101 101
Public Service Corporation, ctfs al07 al0754
Seattle Electric Company (common) alll all2
Seattle Electric Company (preferred) al03 al0254
South Side Elevated Railroad (Chicago) 77 a80
Third Avenue Railroad, New York 11 1054
Toledo Railways & Light Company 8 8
Twin City Rapid Transit, Minneapolis (common) ... .al0854 al08Vj
Union Traction Company, Philadelphia a49 54 a49'4
United Rys. & Electric Company, Baltimore 18)4 al954
United Rys. Inv. Co. (common) 37% a39
United Rys. Inv. Co. (preferred) 6854 69Vs
Washington Ry. & Electric Company (common) 35% a35%
Washington Ry. & Electric Company (preferred).... 89'4 a90
West End Street Railway, Boston (common) a9054 a90
West End Street Railway, Boston (preferred) 104 al035i
Westinghouse Elec. & Mfg. Co 76 75%
Westinghouse Elec. & Mfg. Co. (1st pref.) all8'4 al20
a Asked. *Lnst sale.
62
ELECTRIC RAILWAY JOURNAL.
[Vol. XXXVIII, No. i.
ANNUAL REPORT
London (Ont.) Street Railway
A comparative statement of operations for the last two
years follows:
Year ended Dec. 31.
Earnings:
Passengers ...
Miscellaneous
1909.
5,092
1910.
$250,897
5,381
$256,278
Expenses:
Maintenance —
Transportation :
$21,737
25,102
31.610
73,851
29,891
$169,830
$182,191
74,087
Deductions :
Interest on overdraft
542
$28,750
$28,750
$45,337
Henry A. Everett, the president, says in part:
"The expenditure for track purposes continues to increase,
owing to the general reconstruction necessary throughout
the system.
"The rolling stock has been well maintained and is being
constantly overhauled and repainted in order to keep it in
first-class condition.
"We have considered several propositions submitted by
the Hydro-Eiectric Commission, relative to Niagara power,
which we find are not attractive in comparison with modern
steam generation. However, there is still a possibility that
some arrangement can yet be made to our mutual satisfac-
tion.
"The wages of motormen and conductors were voluntarily
increased on April i, the new scale for regular men being
18 cents per hour for the first and second years, 19 cents
per hour for the third year, and 20 cents per hour for the
fourth year. Other wages have also been increased as con-
ditions required.
"As we have had sufficient money for our requirements,
your directors have not yet considered it necessary to dis-
pose of the $25,000 bonds recently authorized.
"The gross earnings and surplus for the past year have
shown a substantial increase, and we believe the coming
year will be quite as satisfactory.
"Your directors are pleased to state that our relation with
the public is very gratifying, and that no 1? ; gation of any
kind appears against the company."
A statistical statement given in the report shows the fol-
lowing:
Year ended Dec. 31. 1909. 1910.
Expenses, per cent of earnings 69.8 71.0
Net income, per cent of capital 8.08 8.21
Passengers carried 6,673,709 6,930,602
Car earnings per revenue pass — cents 3.62 3.67
Transfers 1,015,164 1,063,531
Total passengers 7,688,873 7,994,133
Car earnings per passenger — cents 3.09 3.13
Car mileage 1,422,223 1,418,030
Gross earnings per car mile — cents 17.11 18.07
Operating expenses per car mile — cents 11.94 12.84
Net earnings per car mile — cents 5.17 5.23
Number of miles of track 33.25 33.25
Gross earnings per mile of track $7,319 $7,707
Republic Railway & Light Company
A new corporation, which will probably be known as the
Republic Railway & Light Company, is being formed with
an authorized capital stock of $17,500,000, to take over the
controlling interest in a number of companies operating
electric light, power, gas, street railway and other public
utilities. Among the companies on whose stock it is
reported that options are being obtained are Mahoning
& Shenango Railway & Light Company. Youngstown-
Sharon Railway & Light Company, the Sharon & New
Castle Railways Company, Pennsylvania & Mahoning Val-
ley Railway Company, New Castle Traction Company, the
New Castle Electric Company, the Lawrence Gas Com-
pany, the Mahoning Valley Railway, the Mahoning Valley
South Eastern Railway Company, the New Castle & Lowell
Railway, New Castle & Lowell Realty Company, Wheat-
land Street Railway, the Youngstown Park & Falls Street
Railway, New Castle Electric Street Railway, the Trumbull
Electric Railroad, the Mineral Ridge & Niles Traction Com-
pany, the Youngstown Consolidated Gas & Electric Com-
pany, the Merchants Light, Heat & Power Company, the
Youngstown & Sharon Street Railway, the Shenango Valley
Electric Light Company, Sharpsville Electric Light Com-
pany, Sharon Gas & Water Company, the Sharon & Wheat-
land Street Railway, the Shenango Valley Street Railway,
the Valley Street Railway, Sharon & New Castle Street
Railway, the Sharon & New Castle Railway.
It is stated that the directorate will include: Samuel Mc-
Roberts, vice-president National City Bank, New York:
Myrcn T. Herrick, president Society for Savings, Cleveland;
Anson W. Burchard, assistant to president General Electric
Company; R. E. Reed, president American Gas & Electric
Company; Henry H. Wehrhane, Hallgarten & Company,
bankers, and executive committee American Gas & Elec-
tric Company; James Parmlee, president Cleveland Elec-
tric Illuminating Company: Ray Morris, White, Weld &
Company, bankers; Harrison Williams, president Spring-
field Railway & Light Company: Thomas A. Reynolds, Na-
tional City Bank: J. J. Bodell. of Bodell & Company, bank-
ers, and director American Textile Company, and P. W.
Herrick, a director of the Cleveland Electric Illuminating
Company.
Of the total capital stock $10,000,000 will be 6 per cent
cumulative preferred stock and $7,500,000 common stock. It
is planned to issue $5,200,000 and $6,360,000 respectively.
Progress of New Orleans Railway & Light and American
Cities Railway & Light Company Merger
A special meeting of the stockholders of the American
Cities Railway & Light Company was called for June 28,
191 1, at Jersey City, to act on the proposal of the directors
to sell to the American Cities Company, recently incor-
porated in New Jersey, all the property and assets of the
American Cities Railway & Light Company, together with
approximately $1,500,000 cash, and to accept in payment
therefor $10,000,000 face value of eight-year collateral trust
bonds, $9,976,750 face value of the common stock and $6,476,-
750 of the preferred stock of the American Cities Company,
which will have acquired more than 90 per cent of the
capital stock of the New Orleans Railway & Light Com-
pany. The meeting was also to authorize the sale of all
the i\merican Cities Company stock for such sums as shall
be sufficient to provide $1,500,000, to discharge all debts,
to pay off the preferred stock at par and accrued dividend
and to pay off the common stock at 75 and accrued dividend;
and to consent to the firm of Isidore Newman & Son being
interested in the purchase of any part of said stock and
bonds.
J. K. Newman, president of the American Cities Railway
& Light Company, issued a statement in which he said:
"The new holding company which is being organized to
purchase the assets of the American Cities Railway &
Light Company and the stocks of the New Orleans Railway
& Light Company will be called the American Cities Com-
pany. The similarity of the name between this company
and the American Cities Railway & Light Company does
not mean there is any connection between the two com-
panies, and they are separate and distinct.
"The notice for a special meeting of the stockholders of
the American Cities Railway & Light Company refers to
the payment for the assets of the American Cities Railway
& Light Company in securities, but an immediate sale will
be made of these securities, so that the stockholders of the
American Cities Railway & Light Company will receive par
and accrued dividend in cash for the preferred stock and
75 and accrued dividend at the rate of 5 per cent in cash
for the common stock, and no proposition will be accepted
by the American Cities Railway & Light Company which
does not provide for such cash payment. In other words,
payment is made in securities for a legal expediency and
the securities are immediately sold for cash, thus providing
cash for the stockholders of the American Cities Railway
& Light Company.
July i, 1911.]
ELECTRIC RAILWAY JOURNAL.
63
"The meeting of the American Cities Railway & Light
Company will be held on June 28, and if favorable action
is then taken to sell its assets the payment in cash therefor
will follow as soon as the necessary details for the transfer
can be completed. This cash payment will probably be
made about July 15."
Principal Stockholders of New Haven Railroad
The Boston News Bureau published recently a list of own-
ers of 1000 shares or more of the New York, New Haven &
Hartford Railroad, with the number of shares standing in
their names as of April I, 191 1, and 1910. The list contained
about 120 names, among which appeared the following
holders :
April 1. 1911. 1910.
New lingland Navigation Company 156,303 172,946
Pennsylvania Railroad 37,400 34,900
Mutual Life Insurance Company 35,640 35,640
Adams Express Company 34,730 34,730
American Express Company 23,493 23,493
L. C. Ledyard, New York 20,542 20,542
New York Central Railroad 11,248 11,248
Charles Pratt & Co., New Vork 10,563 10,563
C. M. Pratt, New York 6,690 6,690
W. W. Astor, New York 5,051 5,051
J. J. Astor, New York 4.766 4,112
M. F. Plant, New York 4,208 4,000
Cheney Bros., South Manchester, Conn 3,191 2,091
C. S. Mellen 3,580 3,580
N. Thayer, trustee 3,135 2,496
Lee, Higginson & Company 2,706 2,931
Rhode Island Company 1,479 1,600
The statement says that as the New England Navigation
Company is a subsidiary corporation, the amount of stock
standing in its name is practically the same as if that amount
of stock was in the treasury of the New York. New Haven
& Hartford Railroad.
American Cities Railway & Light Company, New York,
N. Y. — A semi-annual dividend of 2y 2 per cent has been de-
clg.red on the $10,761,165 of common stock of the American
Cities Railway & Light Company payable on July 1, 191 1,
to holders of record on June 17, 191 1. This dividend com-
pares with 2 per cent and % of 1 per cent extra in January,
191 1 , per cent in July and 1 Vj per cent in January, 1910,
and 1 per cent in July, 1909. The regular quarterly divi-
dend of i]/ 2 per cent on the preferred stock was also de-
clared, payable at the same time. The stockholders of the
company have been notified of the proposed purchase by
Bertron, Griscom & Jenks, New York, N. Y., of $10,000,000
of bonds of the new holding company, and the intention
to make an advance offering of these bonds to the stock-
holders at 95 and accrued dividend, payment to be made
at the office of Isidore Newman & Company after July
1, 1911.
Boone (la.) Electric Company. — John Reynolds, president
of the Boone Electric Company, as trustee of the property
of the company, is said to have arranged to transfer the
property to Dows, Read & Smith, Cedar Rapids, la. An
agreement entered into by Mr. Reynolds with Andrew
Stevenson, J. H. McBride and others, in July, 1909, for the
transfer of the property to them, was subsequently can-
celed.
Boston (Mass.) Elevated Railway. — In compliance with
order of the House dated June 19, 191 1, the Boston Ele-
vated Railway has transmitted through the tax commis-
sioner a list of stockholders who own or control more than
100 shares of the stock of the company. Included in this
list are the following names: F. H. Prince & Company,
6.934; Hayden, Stone & Company, 4,807; Kidder, Peabody
& Company, 4,090; J. J. Bright, Cambridge, 3,600; A. Ames,
960; W. E. Rice, 900; D. P. Kimball, trustee, 500; M. S.
Ames, 500; J. S. Ames. 500; J. P. Morgan, 350; A. Thayer,
trustee, 337; J. M. Prendergast, 300; W. A. Bancroft, 300.
Chicago (111.) City Railway. — The Chicago City Railway
has announced that an agreement has been reached by
which it will take over the property of the Chicago &
Southern Traction Company in Chicago at a valuation to be
fixed by Bion J. Arnold and George Weston, who on June
21, 191 1, were appointed a valuation committee to evaluate
that part of the Chicago & Southern Traction Company's
property which lies within the city limits of Chicago.
Citizens' Railway Company, Waco, Tex. — H. S. Shear,
Waco, who has exercised an option on the property of
the Citizens' Railway Company, as noted in the Electric
Railway Journal of June 17, 1911, page 1085, is connected
with the Southern Traction Compa-ny, organized to build
an electric railway between Dallas and Waco, through
Waxahachie and Hillsboro, with a branch line to Corsicana.
The option was secured by J. F. Strickland and associates;
and on June I, 191 1, the Waco Gas Company, comprising
the gas and electric light companies at Waco, and the Citi-
zens' Railway Company passed under the management
of the J. F. Strickla.nd Company, which manages and
operates the Texas Traction Company, Bonham Electric
& Gas Company, Cleburne Electric & Gas Company, Dub-
lin Electric & Gas Company, Hillsboro Electric & Gas
Company, Sherman Electric & Gas Company and Waxa-
hachie Electric & Gas Company. The interurban cars will
operate over the Citizens' Railway into Waco terminals,
but new tracks will be laid under the franchise of the
Citizens' Railway into the heart of the city. The Waco
Street Railway has been incorporated with a capital stock
of $1,000,000 to succeed the Citizens' Railway Company.
Electric Properties Company, New York, N. Y. — The
annual report of the Electric Properties Company for the
year ended April 30, 191 1, shows income through interest
and dividends on securities owned, and interest on notes
and accounts receivable, of $251,840. Expenses, including
salaries, legal expenses, taxes, etc., amounted to $62,100,
leaving a balance of $189,739, compared with $184,991 i"
the previous year. 1 he profit and loss surplus for the year
was $138,636. No dividends were paid.
Indianapolis oc Louisville Traction Company, Louisville,
Ky. — John E. Greely, Jeffersonville, Ind., has been appointed
receiver of the Indianapolis & Louisville Traction Company
by Federal Judge Anderson, at Indianapolis, on the appli-
cation of the Colonial Trust Company, Philadelphia, Pa.,
which is said to represent holders of $750,000 of the first
mortgage bonds of the company and $300,000 of the second
mortgage bonds.
Interborough-Metropolitan Company, New York, N. Y. —
August Belmont, Edward J. Berwind, Andrew Freedman,
Theodore P. Shonts and Cornelius Vanderbilt, voting trus-
tees of the Interborough-Metropolitan Company, have re-
quested the holders of the preferred stock of the Inter-
borough-Metropolitan Company to send in their stock to
August Belmont & Company, New York, N. Y., for ex-
change into the new voting trust certificates. A majority
has already been exchanged. The old voting trust certifi-
cates for the common stock have been stricken from the list
of the Stock Exchange and the new common voting trust
certificates are now the only delivery. As soon as a suffi-
cient amount of the preferred stock has been exchanged it is.
expected thai the Stock Exchange authorities will take the
same course with respect to the preferred stock.
Metropolitan Street Railway, Kansas City, Mo. — The re-
ceivers of the Metropolitan Street Railway have arranged
with the holders of $300,000 of bonds of underlying com-
panies which become due on July 1. 191 1, for an extension
of the time of payment.
Northwestern Elevated Railroad, Chicago, 111. — The spe-
cial meeting of the stockholders of the Northwestern Ele-
vated Railroad to pass upon the plan to issue a mortgage
covering the property to secure an issue of $25,000,000 of
bonds has been called for Aug. 21, 191 1. At the close of
business on June 24. 191 1, deposits of stock of the elevated
railways which it is planned to merge totaled 71 per cent
of all the outstanding stock of the companies.
Norwich & Westerly Railway. Norwich, Conn. — The
property of the Norwich & Westerly Railway was sold
under foreclosure at Norwich on June 23, 191 1, for $940,000
to A. E. Locke. Boston, Mass., and H. M. Merrill, Port-
land, Me., who are said to represent the bondholders.
Pueblo & Suburban Traction & Lighting Company,
Pueblo, Col. — H. M. Byllesby & Company, Chicago, 111., con-
firm the report of the purchase by them of the property of
the Pueblo & Suburban Traction & Lighting Company and
allied interests in Colorado, referred to in the Electric Rail-
way Journal of June 24, 191 1, page 1128. The property was
taken over on June 14. The Pueblo & Suburban Traction
& Lighting Company operates the street railway system of
6 4
ELECTRIC RAILWAY JOURNAL.
[Vol. XXXVIII, No. i.
Pueblo and supplies electricity to Pueblo and the Cripple
Creek Gold Mining district, including Cripple Creek, Victor
and Goldfield. The towns of La Junta and Rockyford are
served with electricity by subsidiary corporations. W. F.
Raber, general manager of the Ottumwa Railway & Light
Company, Ottumwa, la., has been placed in charge at Pueblo
temporarily by Byllesby & Company.
Springfield (111.) Consolidated Railway. — The Illinois
Traction System has submitted to the Springfield Consoli-
dated Railway terms upon which it will lease to that com-
pany the unoccupied right of way which runs to the zinc
plant, the Devereaux mine, the state biological laboratory,
etc., and also to lease to the company the line between
Sangamon Avenue, Springfield, and Ridgely Junction.
Twin City Traction Company, Dennison, Ohio. — The
Twin City Traction Company has been incorporated to suc-
ceed the United Electric Company, which operates be-
tween Dennison and Jhrichsville.
United Railways & Electric Company, Baltimore, Md. —
The United Railways & Electric Company has applied to
the Maryland Public Service Commission for permission to
issue $3,125,000 of three-year 5 per cent secured convertible
coupon notes to provide funds to pay $2,000,000 of Baltimore
City Passenger Railway first-mortgage 5 per cent bonds,
which mature on Nov. 2, 191 1, and $500,000 of the 4 1 S per
cent certificates of indebtedness of the same company, which
mature on the same day, and to redeem $535,000 series "B"
and "C" car trust certificates outstanding after Oct. t, 191 i.
The notes will be convertible into United Railways & Elec-
tric Company stock at $25 a share at an)' time before
maturity, provided the notes shall not have been redeemed.
The notes will be secured by deposit as collateral of $2,500,-
000 United Railways & Electric Company first-mortgage
4 per cent bonds and by an amount of the company's stock
sufficient to meet the conversion rights. The notes will be
redeemable by the company at par upon sixty days' notice.
Virginia Railway & Power Company, Richmond, Va. —
The stockholders of the Virginia Railway & Power Com-
pany and the Norfolk & Portsmouth Traction Company
have approved the merger of these companies as the Vir-
ginia Railway & Power Company, effective July r, 1910,
in accordance with the terms which were given in the
Electric Railway Journal of May 27, 191 1, page 930.
Waukegan, Rockport & Elgin Traction Company, Wau-
kegan. 111. — It is reported that the Chicago & Northwestern
Railroad is negotiating for the purchase of the property of
the Waukegan, Rockford & Elgin Traction Company.
West Jersey & Seashore Railroad, Camden, N. J. — The
State Board of Public Utility Commissioners of New Jer-
sey has approved an issue of bonds to the amount of
$1,089,000 by the West Jersey & Seashore Railroad to retire
underlying issues which mature on July r, 191 1.
Dividends Declared
Auburn & Syracuse Electric Railroad, Syracuse, N. Y.,
.quarterly, iy 2 per cent, preferred.
Aurora, Elgin & Chicago Railroad, Chicago, 111., quar-
terly, per cent, preferred; quarterly, Yx per cent com-
mon.
Carolina Power & Light Company, Raleigh, N. C, quar-
terly, iM Pe r cent, preferred.
Chicago City & Connecting Railways, Chicago, 111., $2.25
on preferred participation certificates; $1.00 on common
participation certificates.
Cincinnati, Dayton & Toledo Traction Company, Hamil-
ton, Ohio, 2 I /S per cent, prefeired; Y& per cent, common.
Cincinnati, Newport & Covington Light & Traction Com-
pany, Covington. Ky., quarterly, 1% per cent, preferred;
quarterly, \% P er cent, common.
Citizens' Electric Street Railway, Newburyport, Mass.,
2^2 per cent.
Columbus, Newark & Zanesville Electric Railway, quar-
terly, I 1 /* per cent, preferred.
Consolidated Traction Company, Newark, N. J., 2 per
cent.
Denver & Northwestern Railway, Denver, Colo., quar-
terly, 2 per cent.
El Paso (Tex.) Electric Company, 3 per cent, preferred.
Little Rock Railway & Electric Company, Little Rock,
Ark., 3 per cent, preferred; 4 per cent, common; 1 per cent,
common (extra).
London (Ont.) Street Railway, 3 per cent.
Louisville & Northern Railway & Lighting Company,
New Albany, Ind., quarterly, Y& P er cent, preferred.
Nashville Railway & Light Company, Nashville, Tenn.,
quarterly, 1% per cent, preferred; quarterly, 1 per cent,
common.
New England Investment & Security Company, Spring-
field, Mass., 2 per cent, preferred.
New Orleans Railway & Light Company, New Orleans,
La., quarterly, 1*4 per cent, preferred.
Ohio Traction Company, Cincinnati, Ohio, 1 per cent,
common.
Omaha & Council Bluffs Street Railway, Omaha, Neb.,
quarterly, 1% per cent, preferred; quarterly, I per cent
common.
Ottawa (Ont.) Electric Railway, quarterly, 2.y 2 per cent.
Pacific Coast Power Company, 3 per cent, preferred;
2y 2 per cent, common; 5 cents, common (extra).
Philadelphia Company, Pittsburgh, Pa., quarterly, iy 2 per
cent, common; Y 2 per cent, common (extra).
Porto Rico Railways, Ltd., San Juan, P. R., quarterly,
l3 A per cent, preferred.
Public Service Corporation of New Jersey, Newark, N.
J., quarterly, i l / 2 per cent.
Puget Sound Electric Railway, 3 per cent, preferred.
Ridge Avenue Passenger Railway, Philadelphia, Pa.,
quarterly, $3.
Scioto Valley Traction Company, Columbus, Ohio, quar-
terly, \y 2 per cent, first preferred and preferred.
Terre Haute, Indianapolis & Eastern Traction Company,
Indianapolis, Ind., 1% per cent, preferred.
Utica & Mohawk Valley Railway, Utica, N. Y., quarterly,
P er cent, preferred; quarterly, y 2 per cent, common.
Washington Water Power Company, Spokane, Wash.,
quarterly, 2 per cent.
Western Ohio Railway, Lima, Ohio, quarterly, iy 2 per
cent, second preferred.
MONTHLY ELECTRIC RAILWAY EARNINGS
ATLANTIC SHORE RAILWAY.
Gross Operating Net Fixed Net
Period. Revenue. Expenses. Revenue. Charges. Income
lm., May, '11 $26,660 $20,487 $6,173 $8,339 +$2,166
I " " '10 25,357 17,543 7,815 12,549 +4,734
5" " '11 103,366 91,937 11,428 40,495 +29,066
5" " '10 111.339 84,726 26,614 62,701 +36,087
BANGOR RAILWAY & ELECTRIC COMPANY,
lm., May, '11 $41,750 *$20,882 $20,868 $12,483 $8,385
1 " " '10 42,875 *22,524 20,351 11,712 8,639
11" " Ml 525,400 *244,963 280,437 134,046 146,391
11 ■' " '10 510,230 *237,145 273,085 129,041 144,044
EL PASO ELECTRIC COMPANY,
lm., April, '11 $53,695 $30,797 $22,898 $8,221 $14,677
1 " " '10 49,490 28,874 20,616 8,306 12,310
1?" " '11 655,195 381,905 273,290 98,067 175,223
12" " '10 624,844 359,328 265,516 100,599 164,917
GALVESTON-HOUSTON ELECTRIC COMPANY,
lm , April, '11 $121,147 $69,393 $51,753 $24,856 $26,897
1 " " '10 104,550 66,059 38,491 23,540 14,951
19" " '11 1,365,290 807,876 557,414 296,136 261,278
12 " " '10 1,239,449 745,649 493,800 270,407 223,393
JACKSONVILLE TRACTION COMPANY,
lm., April, ; 11 $46,165 $26,826 $19,339 $10,161 $9,178
1 " " '10 47,213 24,443 22,770 9,290 13,480
12" " '11 583,544 321,877 261,667 116,910 144,757
12" " '10 521,035 275,572 245,463 112,295 . 133,168
MILWAUKEE ELECTRIC RAILWAY & LIGHT COMPANY,
lm., May, '11 $412,771 $223,308 $189,463 $125,217 $64,246
1" " '10 384,866 214,358 170,508 113,219 57,289
2" " '11 2,010,663 1,075,937 934,725 599,994 334,731
2" " '10 1,879,343 1,030,679 848,664 554,411 294,254
NORFOLK & PORTSMOUTH TRACTION COMPANY.
11m, May, '11 $1,906,275 $1,090,922 $815,353 $685,972 $129,381
II " " '10 1,754,018 1,001,546 752,472 709,503 42,969
PENSACOLA ELECTRIC COMPANY,
lm., April, '11 $22,734 $13,238 $9,496 $5,850 $3,646
1 " " '10 22,263 12,754 9,508 4,937 4,571
12" " '11 279,149 164,169 114,980 64,987 49.993
12" "' '10 254,445 145,892 108,553 54,657 53,896
PUGET SOUND ELECTRIC RAILWAY,
lm April, '11 $145,604 $104,440 $41,163 $48,227 $7,064
1 " " '10 158,919 105,573 53,346 50,547 2,800
12" " '11 1,885.663 1,250,515 635,148 608,292 26,856
12" " '10 1,927,477 1,291,724 635,753 591,378 44,375
WHATCOM COUNTY RAILWAY & LIGHT COMPANY,
lm., April, '11 $32,093 $17,669 $11,625 $10,920 $706
1 " " '10 32,662 19,091 13,571 8,370 5,201
1?" " '11 433,339 221,745 180,282 117,494 62,788
12 10 413,567 236,546 177,021 76,139 76,139
July i, 191 1.]
ELECTRIC RAILWAY JOURNAL.
65
Traffic and Transportation
Accidents in New York City in April
The Public Service Commission of the First District of
New York has issued the following comparative summary
of accidents during April, 1909, 1910 and 191 1, on the street
railways which come within its jurisdiction:
April. 1909. 1910. 1911.
Car collisions 84 92 102
Persons and vehicles struck by cars.... 986 954 1,320
Boarding 552 685 658
Alighting 547 614 592
Contact electricitv 18 21 20
Other accidents 1,767 1,699 1,925
Totals 3,954 4,065 4,554
Injuries:
Passengers 1,577 1,794 1,742
Not passengers 475 458 505
Employees 275 329 369
Totals 2,327 2,581 2,616
Serious (Included in above):
Killed 18 25 14
Fractured skulls 7 8 10
Amputated limbs 2 4 4
Broken limbs 15 36 27
Other serious 99 113 109
Totals 141 186 164
To Call Street Names in Des Moines. — Conductors of the
Des Moines (la.) City Railway have been instructed to
announce the names of streets as the cars approach street
corners.
New Round-Trip Chartered Car Rates. — On July 21, 191 1,
the Buffalo & Lake Erie Traction Company, Buffalo, N. Y.,
will put into effect new round-trip chartered car rates be-
tween various local stations in New York State.
Electric Sign Railway Advertising in San Francisco. —
The San Francisco, Vallejo & Napa Valley Electric Rail-
way, Vallejo, Cal., is spending $5000 for advertising its
Napa Valley route by means of electric signs placed at
intervals along Market Street in San Francisco.
Service in Atlanta. — P. S. Arkwright, president of the
Georgia Railway & Electric Company, Atlanta, Ga., has
addressed a long letter to Campbell Wallace, secretary of
the Railroad Commisison of Georgia, Atlanta, Ga., in which
he shows what the company has done to comply with the
recent orders of the commission in regard to service in
Atlanta.
Chair Cars Between Indianapolis and Louisville. — The In-
dianapolis, Columbus & Southern Traction Company, Co-
lumbus, Ind., which operates between Indianapolis and Sey-
mour, Ind., and over whose line cars are run between
Indianapolis and Louisville, has announced that it will
establish a chair-car service, the chair cars to be attached
to the limited cars between Indianapolis and Louisville.
Increase in Wages in Pottsville. — The employees of the
Eastern Pennsylvania Railway, Pottsville, Pa., have entered
into a two years' agreement with the company by which
they receive an increase of 3 cents an hour in wages. The
first-year men will receive 22 cents an hour and the em-
ployees who have served the company more than a year will
receive 25 cents an hour. The new agreement becomes
effective on July 1, 191 1.
San Francisco's No-Seat-No-Fare Ordinance. — The public
utilities committee of the Board of Supervisors of San Fran-
cisco, Cal., met on June 15, 191 1, to consider the no-seat-no-
fare ordinance introduced by Supervisor Walsh. The com-
mittee adjourned until June 29, 191 1, at which time the ordi-
nance will be considered again. The committee announced
that in the meantime it hoped to be able to induce B. J.
Arnold, Chicago, 111., to stop in San Francisco on his way
to Los Angeles, and confer with the members of the com-
mittee in regard to the proposed investigation.
Key Route Trolley Trips. — Wm. R. Alberger, tra.ffic
manager of the San Francisco, Oakland & San Jose Con-
solidated Railway, San Francisco, Cal., the Key Route, has
announced that on July 15, 1911, the company will establish
regular trolley trips. Mr. Alberger is reported to have said:
"On July 15, 1911, the company will start 'Key Route trolley
trips.' These will be sightseeing trips, the first ever had on
the Oakland side of the bay. We will advertise these trips
throughout the East. Facilities at the Key Route pier are
to be increased. Additions to the pier facilities will cost
in the neighborhood of $500,000. The work will begin at the
time the filling in of the pier is begun.
Subway Accident Record in New York. — In a speech
which James L. Quackenbush, counsel of the Interborough
Rapid Transit Company, New York, made before the Brook-
lyn Lea.gue on June 15, 191 1, he said in referring to the
operating record of the company on its subway division:
"We have never killed a passenger on the Interborough.
Yet we have carried on our cars more people than the en-
tire population of the earth. There is an element of luck
in it you will say, but it can't all of it be luck when we
run ten-car trains so close together that one is going out of
a station as the other is coming in. That can't be all
luck. There must be some good management in it. A train
every minute and forty-eight seconds; that is our schedule,
and we have never killed a passenger."
Through Limited Service Between Cleveland and Detroit.
— Through limited passenger service was established be-
tween Cleveland and Detroit on June 21, 191 1. Six trains
are operated each way. A train leaves each terminal at
7:30 in the morning and every two hours thereafter until
5:30 in the evening. The running time is six hours and
twenty minutes. Train crews are changed at Toledo. The
service is being conducted by the Detroit United Railway
and the Lake Shore Electric Railway. Cars run on the
schedule of the Lake Shore Electric Railway and the
Detroit, Monroe & Toledo Short Line is used between
Detroit and Toledo. Three of the cars each way run by
way of Sandusky and the other three by way of Norwalk.
It is said that a package and express business will be estab-
lished within a short time with cars operating on limited
time.
Suppressing Tipplers in Illinois. — All of the railroads
which operate in Illinois are preparing placards promulgat-
ing the law just passed by the Illinois Legislature making
it unlawful to drink intoxicating liquors or to be intoxicated
in or upon railroad passenger cars in use for transportation
of passengers or in or about any railroad station or plat-
form. According to the final section of the law the railroads
failing to put printed copies of the law in all of their sta-
tions are liable to a forfeiture of $50 for each omission. The
law says that there shall be no drinking in smoking cars,
parlor cars, day coaches, interurban cars and cabooses used
for the transportation of passengers. It does not mention
buffet cars. Railroad conductors are called upon to arrest
all violators of the law. Furthermore, they will become
liable to a fine of not less than $10 nor more than $25 if
they fail to arrest violators. By the provisions of the law
every conductor who is on duty is authorized and empow-
ered to exercise the powers of a sheriff in any county of
the State.
Indiana Railroad Commission News. — The Indiana Rail-
road Commission has heard the evidence in the case of the
Kokomo, Marion & Western Traction Company against the
Pennsylvania Railroad and other steam railroads to compel
them to deliver coal to the electric railway at the same
rate as is charged Kokomo manufacturers. The petitioners
are now paying 10 cents more on the ton than is paid by
the manufacturers. The Kokomo, Marion & Western Trac-
tion Company contended that with the domestic rate it
could compete with the manufacturers in supplying motive
power. The company's petition was opposed on the
ground that it is not a bona fide manufacturer, and that the
power furnished manufacturing concerns is surplus power.
The commission has taken the matter under advisement.
The commission has granted the special committee which
is investigating block signal systems a further extension of
time for presenting its report. The report was due on June
23, 191 1, but Chairman Wood of the commission said the
matter was of great importance and that the committee
should have every opportunity to present a complete re-
port. The commission has addressed to all the steam and
electric railways in Indiana Circular No. 76, concerning re-
ports of accidents. This superseded Circulars Nos. 8, 9
and 41. It has also addressed to the electric railways Cir-
cular No. 77 in regard to highway crossing signs. This
circular supersedes Circulars Nos. 21 and 60.
66
ELECTRIC RAILWAY JOURNAL.
[Vol. XXXVIII, No. i.
Personal Mention
Mr. John E. Benton, a lawyer of Keene, N. H., has been
appointed a member of the Public Service Commission of
New Hampshire by Governor Robert P. Bass.
Mr. James R. Empey has resigned as general foreman of
shops and carhouses of the Lehigh Valley Transit Com-
pany, Allentown, Pa., effective on July r, 191 1.
Mr. Edward C. Niles, a lawyer of Concord, N. H., has
been appointed a member of the Public Service Commis-
sion of New Hampshire by Governor Robert P. Bass.
Prof. Thomas W. Worthen, head of the department of
mathematics at Dartmouth College, Hanover, N. H., has
been appointed a member of the Public Service Commis-
sion of New Hampshire by Governor Robert P. Bass.
Mr. Samuel J. Herrell, formerly assistant superintendent
of transportation of the Knoxville Railway & Light Com-
pany, Knoxville, Tenn., has been appointed claim agent of
the company to succeed the late Eugene R. Roberts.
Mr. A. D. Kimmett, assistant master mechanic of the
Lackawanna & Wyoming Valley Railroad, Scranton, Pa.,
has been appointed master mechanic of the company, to
succeed Mr. F, J. Stevens, whose appointment to the Ft.
Wayne & Wabash Valley Traction Company, Ft. Wayne,
Ind., is noted below.
Mr. F. von Schilling, auditor of the Newport News & Old
Point Railway & Electric Company, Newport News, Va., has
been given the title of acting general manager of the com-
pany and has succeeded to the duties performed previously
by Mr. W. W. S. Butler, who resigned from the company
some time ago.
Mr. Jacob W. Gerke has resigned as master mechanic of
the Tri-City Railway & Light Company, Davenport, la., to
become master mechanic of the Wilmington & Philadelphia
Traction Company and Southern Pennsylvania Traction
Company, with headquarters at Wilmington, Del. He will
assume his new duties on Aug. 1, 191 1.
Mr. F. J. Stevens, master mechanic of the Lackawanna &
Wyoming Railroad, Scranton, Pa., has resigned, effective
July 1, 1911, to accept a like position with the Ft. Wayne
& Northern Indiana Traction Company. Ft. Wayne. Ind.
Mr. Stevens entered the service of the Lackawanna &
Wyoming Valley Railroad during the construction period
nine years ago.
Mr. E. M. Wharff has resigned from the Beebe System,
Syracuse, N. Y., to become connected with the operating
engineering department of the Illinois Traction System,
Peoria, 111. Mr. Wharff was graduated from Syracuse Uni-
versity as a member of the class of 1903 of the College of
Liberal Arts Subsequently he was graduated from the I.
C. Smith College of Applied Science. For the last five
years he has been connected with the so-called Beebe Sys-
tem of electric railways in Central New York as apprentice,
electrical engineer of the Syracuse, Lake Shore & Northern
Railroad and the Syracuse & South Bay Electric Railroad,
in charge of power houses, substations, carhouses and
overhead line and as superintendent of track work and
overhead construction, including the catenary line.
Mr. John Blair McAfee, who retired on July 1 as pres-
ident of the Norfolk & Portsmouth Traction Company, Nor-
folk, Va., the property of which has been merged with the
Virginia Railway & Power Company, was tendered a fare-
well banquet by the business men of Norfolk on June 17,
rgil, by whom he was presented with a silver punch bowl.
In acknowledging this token of esteem Mr. McAfee paid the
following tribute to his associates in the company: "I am
glad that I am afforded an opportunity to say a few words
thus publicly of those with whom I have so closely asso-
ciated in the work of the company for the last three and a
half years. I mean by those with whom I have been asso-
ciated the local directors, the officers and the employees of
every class. In more than a quarter of a century of experi-
ence in corporate work I have never met a company, its
officers and employees, in which there was less personal
strife. This unison of effort, this co-working sympathy, has
done as much as any other one thing to make the company
a successful operating and growing concern. I want now to
extend to those whom I have mentioned, as a class, my
sincere thanks and fullest appreciation of their ability, their
efforts and their kindliness toward me."
Mr. John A. Cleveland, who has been general manager of
the electric railway, electric light and gas properties of the
Commonwealth Power Railway & Light Company in Bay
City, Mich., has been appointed general manager of the
Saginaw-Bay City Railway, Saginaw Power Company, Sagi-
naw City Gas Company, Bay City Power Company, Bay
City Gas Company, Saginaw and Bay City, Mich., all of
which are controlled by the Commonwealth Power, Rail
way & Light Company, to succeed Mr. F. T. Hepburn,
whose resignation was noted in the Electric Railway
Journal of June 3, 191 1. Mr. Cleveland has been manager
of the properties at Bay City for the last two years. He
was graduated from Cornell University and entered busi-
ness with the Rochester Railway & Light Company, Ro-
chester, N. Y., as a member of that company's electric sales
department. He was subsequently made one of the super-
intendents of the Rochester Railway & Light Company.
His connection with the properties in Saginaw and Bay City
dates from 1906, when he was appointed superintendent of
new business of the electric companies in both Saginaw and
Bay City.
Mr. George H. Whitfield has retired as general superin-
tendent of the light and power department of the Virginia
Railway & Power Company, Richmond, Va., to devote him-
self more particularly to consulting engineering work, in
which capacity he will be retained for all the Gould prop-
erties in Virginia, which include the Virginia Railway &
Power Company and the Norfolk & Portsmouth Traction
Company, with plants at Richmond, Petersburg, Norfolk
and Fredericksburg. Mr. Whitfield was graduated from
Richmond College with the degree of A.B. in 1892 and from
Cornell University with the degree of M.E. 1896. He first
entered the street railway manufacturing field, but in 1899 be-
came superintendent of shops of the United Railways &
Electric Company, Baltimore, Md., where he remained
until 1901. He was also general superintendent of the San
Francisco & San Mateo Electric Railway for a year. Mr.
Whitfield became connected with the Virginia Railway &
Power Company in 1902. In addition to his work with that
company Mr. Whitfield designed the electrical features of
several plants, including that of the Emporia Hydro-Electric
Company and the Richmond & Chesapeake Bay Railway.
Mr. Whitfield is a member of the American Institute of
Electrical Engineers and has represented the Virginia Rail-
way & Power Company actively in the National Electric
Light Association for some time.
Mr. Lucius S. Storrs, president of the New England In-
vestment & Security Company, has been appointed vice-
president of the Connecticut Company and Berkshire Street
Railway Company, with headquarters at New Haven, Conn.
Mr. Storrs is widely known in electric transportation circles
as the executive head of the street railway systems serving
central Massachusetts under an operating organization, in
eluding the Worcester and Springfield urban and interurban
networks, and extending from the Connecticut Valley to
Rhode Island via the Blackstone Valley. He was born in
Buffalo. N. Y., in 1869, and was graduated with the degree
of A. B. from the University of Nebraska in 1890, taking the
scientific course. Later the degree of A. M. was given to
Mr. Storrs by his alma mater. For about seven years after
graduation he was on the staff of the Colorado Fuel & Iron
Company with the title of geologist, joining the organiza-
tion of the Northern Pacific Railroad in 1897 and working
along similar lines under Presidents Mellen and Hill. In
1906 Mr. Storrs entered the organization of the New York,
New Haven & Hartford Railroad at New Haven, Conn.,
going to Boston in 1907 as vice-president of the New Eng-
land Investment & Security Company. He soon became
president of the organization and since 1908 has maintained
headquarters in Springfield, Mass., having charge of the
administration of the electric railway properties above indi-
cated, with particular interest in the development of the
central Massachusetts territory of both passenger and ex-
press service and the co-ordination of the several systems
into an organization of improved earning power and effi-
ciency. Mr. Storrs is a member of numerous scientific and
July i, 1911.]
ELECTRIC RAILWAY JOURNAL.
67
professional organizations, including the Sigma Xi Society
and the American Institute of Mining Engineers.
Mr. Calvert Townley has resigned as vice-president of the
Connecticut Company, New Haven, Conn., and has re-
entered the service of the Westinghouse Electric & Manu-
facturing Company, with
which he had long been
connected prior to his go-
ing with the New York,
New Haven & Hartford
Railroad. His headquar-
ters will be at the New
York office of the West-
inghouse Electric &
Manufacturing Company,
and his duties for the pres-
ent will be to cover cer-
tain special fields of work
under the direction of the
chairman and the presi-
dent of the company. His
position will be a confi-
dential one of importance, , , ,
. . . . ■ j i. "i Calvert Townley
but nothing more in detail
concerning his duties can be made public at the present time.
He will enter upon his new work July I. Mr. Townley has
had an extended experience as an electric railway engineer
and manager. He was graduated from Sheffield Scientific
School, Yale University, in 1886, and later received the
degree of M. E. from that university. Immediately after
graduation he became associated with the Westinghouse
Electric & Manufacturing Company, and was located first at
Pittsburgh. In 1895 he went to the company's Boston office,
where he remained until 1901, when he moved to New York.
While with the Westinghouse Company he made a specialty of
electric railway problems. In the fall of 1904 he was
invited by the New York, New Haven & Hartford Railroad
to take charge of and consolidate the various electric rail-
ways which it had recently purchased in Connecticut. He
undertook this work and accomplished it with signal suc-
cess, and after the formation of the consolidated company
was elected its vice-president. As such he has had general
charge of the management of these properties. Mr. Town-
ley has always taken an active interest in association mat-
ters, and has been a member of important committees of the
American Institute of Electrical Engineers and of the Amer-
ican Electric Railway Association.
Mr. Joseph K. Choate, general manager of the Otsego &
Herkimer Railroad, who was elected president of the Street
Railway Association of the State of New York at the annual
meeting on June 28, was
born on Aug. 22, 1854, in
Salem, Mass. He attended
school at Taunton, Mass.,
and prepared for college,
but did not enter college
until later in life, when he
took a degree in the Uni-
versity of Colorado. Mr.
Choate started his busi-
ness career as a civil engi-
neer, serving as an axe-
man in Central Park, New
York, in 1875. He was
made chief engineer of the
bureau of streets and ave-
nues of New York City in
1880. and after one year
resigned and went with J- K. Choate
the Pennsylvania Railroad
as supervisor of track on the New York division. In the
same year he left that company and went with the Erie
Railroad as principal engineer of construction on the New
York, Lake Erie & Western Coal & Railroad Company. In
1882 Mr. Choate was made principal engineer of construc-
tion on the Erie & Wyoming Valley Railroad. In 1884 he
went to the Union Pacific Railroad as assistant to the gen-
eral manager. He then served as general manager of the
Nevada Central road and afterward as superintendent of
the Park division of the Union Pacific road and general
superintendent of all Colorado lines. While in Colorado in
this position Mr. Choate had charge of all operation and
also jurisdiction over all traffic matters. He resigned from
this company in 1900 and after spending several years in
New York City as consulting engineer and acting in an
advisory capacity on matters of railway operation he went
to the Otsego & Herkimer road, first in the capacity of con-
sulting engineer, and four years ago was made general
manager. Mr. Choate has been an active worker in the
New York association, serving on a number of committees,
including the executive committee. He has also been an
active member of the American Electric Railway Associa-
tion and is a member of the committee on compensation for
carrying United States mail. Mr. Choate i'3 a member of
the American Society of Civil Engineers.
OBITUARY
George K. Trask, railroad editor of the Indianapolis Star,
and the originator of the railroad news column in the Amer-
ican press, died at his home in Indianapolis on June 26, 1911.
Mr. Trask was seventy-nine years old. He had been en-
gaged in newspaper work continuously since 187 1 , first as
railroad editor of the Indianapolis Journal, and after the
purchase of that paper by the Star Publishing Company, as
railroad editor of the Indianapolis Star.
William Richard Brixey, whose death on June 9, 191 1, at
Seymour, Conn., was noted briefly in the Electric Railway
Journal of June 24, 191 1, was born at Southampton, Eng-
land, on May 11, 185 1 . He was educated there and
then entered the British Mercantile Marine service, com-
manding his own ship and visiting all the leading ports of
the world. He came to this country in 1878, became at
once an American citizen and went into business with his
brother-in-law, Mr. A. G. Day, a pioneer in the Americar
rubber industry and the inventor of "Kerite." He became
general manager of the Kerite Company on the death of Mr.
Day, and sole proprietor upon the death of his sister, Mrs.
Day. Noteworthy among the large contracts undertaken by
him were the supplying and laying of the Alaskan cable,
the furnishing of the Panama Zone cable and furnishing
the wires and cables for the Pennsylvania tunnel and ter-
minal connecting the two shores of the Hudson and East
Rivers. In 1908 Mr. Brixey incorporated the business as a
company and soon after retired, leaving it to the manage-
ment of his eldest son, Mr. Richard D. Brixey, president of
the Kerite Insulated Wire & Cable Company. Mr. Brixey
left two other sons, Mr. Reginald W. Brixey, vice-president,
and Mr. Austin D. Brixey, secretary of the company.
D. L. Huntington, president and general manager of the
Washington Water Power Company, Spokane, Wash., has
outlined more in detail the important work which the
company has in hand to which reference was made in the
Electric Railway Journal of June 3, 191 1, page 989. Ac-
cording to Mr. Huntington the principal project which the
company has under way at present is the construction of
a hydraulic power station on the Spokane River about 25
miles west of Spokane, to contain ultimately four
12.500-kw units. The first two units have been ordered
for delivery early next year. The present stage of the
work is that of rock excavation and unwatering the river
for the construction of a dam 170 ft. above the present
water level, creating a lake about 23 miles in length with an
average width of about three-eighths of a mile. The land
and water rights for this development have all been acquired,
and there are now about 400 men engaged on the construc-
tion work.
The company is also constructing a railroad about 2\
miles in length to connect this power plant, for construc-
tion purposes, with the Great Northern Railway at Spring-
dale, Wash. It expects to complete the railroad by Aug. 1,
191 1. The work of installing the last of the four 5000-kw
generators at Little Falls power station is under way, and
that new station, which has been in operation less than
a year, will be entirely completed by midsummer. The
company has put twenty-five new pay-as-you-enter cars in
service. The lirst section of the new carhouse, with a ca-
pacity of twenty-five cars, has been put in operation. The
other expenditures of the company cover a multitude of
items, the most important expenditure, perhaps, being for
the extension of the underground duct and conduit system.
68
ELECTRIC RAILWAY JOURNAL.
[Vol. XXXVIII, No. i.
Construction News
Construction News Notes are classified under each head-
ing alphabetically by States.
An asterisk (*) indicates a project not previously re-
ported.
RECENT INCORPORATIONS
Elberton & Eastern Railway, Augusta, Ga. — Chartered in
Georgia to build a 50-mile electric railway between Elberton,
Tignall, Washington and Lincolnton. Capital stock, $500,-
000. Incorporators: W. O. Jones, W. F. Anderson, J. H.
Blackwell, J. M. Heard, R. L. Cauthen and J. Z. Rogers.
[E. R. J., June 3, '".]
*Kokomo, Frankfort & Western Railway, Kokomo, Ind. —
Application for a charter has been made in Indiana by this
company to build a 25-mile electric railway in Indiana.
Capital stock, $750,000. Incorporators: George J. Marott,
John H. Holliday, Indianapolis; T. C. Reynolds and J. B.
Carter, Kokomo.
*Twin City Traction Company, Dennison, Ohio. — Incor-
porated in. Ohio to succeed the United Electric Company,
which operates between Dennison and Uhrichsville. Head-
quarters, Dennison. Capital stock, $100,000. Incorporators:
Ralph E. Westfall. Smith N. G. Bennett, M. R. Thornton,
H. Miller and W. M. Huffman.
*Waco (Tex.) Street Railway. — Incorporated in Texas to
succeed the Citizens' Railway Company, which was taken
over under an option secured by J. F. Strickland and his
associates, as noted in the Electric Railway Journal for
June 17. 191 1. Captial stock, $1,000,000. Incorporators:
J. F. Strickland, Osce Goodwin and M. B. Templeton, all of
Dallas.
*Ridgeley & Miller Avenue Railway, Ridgeley, W. Va. —
Application for a charter has been made in West Virginia
by this company to build an electric railway from the Blue
Bridge over the Potomac River, about 2 miles, to Miller's
farm. It is expected to connect with the Cumberland Elec-
tric Railway at the bridge. Incorporators: John L. Miller.
Alfred Ridgeley, J. T. Vandergrift and R. A. Radcliffe, all
of Ridgeley, W. Va., and Conrad Miller, Cumberland, Md.
*Twin Mountain & Potomac Railway, Twin Mountain,
W. Va. — Chartered in West Virginia to build a 22-mile rail-
way from McNeil to Twin Mountain. Capital stock, $100.-
000. Incorporators: R. T. Cunningham, H. R. Hinzelman,
J. M. Brownfield, Kemble White and E. A. Russell, all of
Fairmont.
FRANCHISES
Little Rock, Ark. — The Little Rock Railway & Electric
Company has asked the City Council for a franchise to ex-
tend its Main Street line into the southern part of Little
Rock.
Lodi, Cal. — The Central California Traction Company.
San Francisco, has received a franchise from the Board of
Trustees to extend its tracks north on Sacramento Street
in Lodi.
San Diego, Cal. — The San Diego & El Cajon Valley Inter-
urban Railway has received an extension of its franchise
from the Common Council permitting it to build its tracks
over certain streets in San Diego.
Hartford, Conn. — The Connecticut Company has received
permission from the Council to double-track, extend and
rebuild some of its lines in Hartford.
Elgin, 111. — The Elgin & Belvidere Electric Company, Chi-
cago, will ask the Commissioners for a franchise to extend
its line in Elgin from Wing Park to North State Street.
Gary, Ind. — C. H. Geist, Philadelphia. Pa., and associates
have received a franchise from the City Council in Gary.
This is part of a plan to build an electric railway to connect
Gary, Chesterton and Whiting. [E. R. J., Dec. 10, '10.]
Washington, Ind. — The Vincennes. Washington & East-
ern Traction Company has received a fifty-year franchise
from the City Council in Washington. The road will con-
nect Vincennes. Washington and Loogootee. [E. R. J.,
April 15, '".]
Burlington, la. — The People's Gas & Electric Company
has asked the City Council for a franchise to double-track
its North Hill line from Fourth Street to Sunnyside.
Boston, Mass. — Governor Foss has signed the bill granting
the Boston & Eastern Railroad a certificate of exigency for
the right to build a high-speed interurban railway over a
private right-of-way from Boston to Danvers and inter-
mediate points.
Montague, Mass. — The Miller's River Street Railway,
Orange, has asked the Council for a franchise in Montague.
This 14-mile railway will connect Miller's Falls, Montague,
Irving, Wendall and Orange. D. P. Abercrombie is inter-
ested. [E. R. J., May 13, '11.]
New Bedford, Mass. — The Union Street Railway has re-
ceived permission from the Commissioners to extend its
tracks in New Bedford.
Springfield, Mass. — The Springfield Street Railway has
received an extension of one year of its franchise from the
Aldermen in which to extend its St. James Avenue line.
Worcester, Mass. — The Worcester Consolidated Street
Railway has asked the Board of Aldermen for franchises to
double-track and extend several of its lines in Worcester.
Durham, N. C. — The Durham Traction Company has
asked the County Commissioners for a franchise to extend
its tracks from the city limits to the West End Land Com-
pany's property.
Statesville, N. C— T. H. Vanderford and W. F. Snider,
of the Salisbury & Spencer Electric Railway, Salisbury, have
asked the Board of Aldermen for a franchise in Statesville.
Summit, N. J. — The Morris County Traction Company,
Morristown, has asked the Common Council for a thirty-year
franchise to build a double track line from Maple Street,
Summit, to the dividing line between Summit and Chatham.
North Tonawanda, N. Y. — The Frontier Electric Railway
has again asked the Common Council for a franchise in
North Tonawanda. This line will extend from Buffalo to
Niagara Falls. T. S. Ramsdell, president. [E. R. J., June
17, '".]
Portland, Ore. — The Portland Railway, Light & Power
Company has asked the Council for a franchise on Belmont
Street and Nebraska Street, in Portland.
Middletown, Pa. — F. H. Alleman, representing the Middle-
town & Elizabethtown Street Railway, has asked the Coun-
cil for a franchise in Middletown. [E. .R. J., June 3, '11.]
^Philadelphia, Pa. — Edward N. Patton has introduced in
the Councils of Philadelphia an ordinance authorizing the
laying of tracks with the necessary equipment for the
operation of cars upon several hundred miles of thorough-
fares in the northern, northeastern and northwestern sec-
tions of the city. Mr. Patton stated that he does not feel at
liberty at present to divulge the names of the persons at
whose instance the ordinance was presented to the Council.
Scranton, Pa. — The Scranton & Lake Ariel Railway has
asked the City Council for a franchise in Scranton. This
line will connect Lake Ariel and Scranton. J. J. Brown,
president. [E. R. J., Oct. 1, 'io.]
Providence, R. I. — The Rhode Island Company has re-
ceived a franchise from the City Council to double-track
Eddy Street, in Providence.
Columbia, S. C. — The Coluinuia Electric Street Railway,
Light & Power Company has received franchises from the
City Council to double-track and extend a number of its
lines in Columbia.
Glendale, W. Va. — The Wheeling Traction Company has
asked the County Court for a franchise to double-track its
line through Glendale.
La Crosse, Wis. — The La Crosse City Railway has asked
the Council for a franchise for an extension in La Crosse.
TRACK AND ROADWAY
Owens River Valley Electric Railway, Bishop, Cal. —
Grading has been begun by this company on its 4^2-mile
electric railway between Bishop and Laws. Henry Shaw,
president. [E. R. J., April 15, '11.]
Pacific Electric Railway, Los Angeles, Cal. — Charles W.
Cearbaley, Wilcox Building, Los Angeles, has been awarded
the contract by this company to build a single-track pile
trestle bridge 320 ft. long across the Verdugo Wash on
the Glendale-Burbank extension.
July i, 191 1 .]
ELECTRIC RAILWAY JOURNAL.
69
Oakland (Cal.) Traction Company. — Plans arc being
made by this company to begin work on the many im-
provements to its lines in Richmond, Alameda, San Lean-
dro and Oakland. The San Pablo Avenue line is to be
double-tracked to the county line. The proposition of
double-tracking the lines of the East Shore & Suburban
Railway, Richmond, is now being considered. In North
Berkeley the Grove Street line will be double-tracked from
University Avenue to the Circle. The Claremont Avenue
line of the Key Route will be double-tracked from Tele-
graph Avenue to the end of the line. Work will be begun
at once.
Geary Street, Park & Ocean Railway, San Francisco, Cal.
— Work has been begun by the city on the reconstruction
of this line as a municipal undertaking.
Bridgeport & Danbury Electric Railway, Bridgeport,
Conn. — Work has been begun by the Sperry Engineering
Company at the Trumbull line for this company. It will
connect Bridgeport, Trumbull, Monroe, Newton, Bethel,
Stepney and Danbury. [E. R. J., April 8, 'n.]
Shore Line Electric Railway, New Haven, Conn. — Work
has been begun by this company laying its tracks on Middle-
town Avenue in New Haven. It is expected to have the
line from New Haven to Guilford in operation within the
next two months.
Groton & Stonington Street Railroad, New London, Conn.
— Work has been begun by this company on its extension
from Mystic station to Old Mystic.
St. Simons Railway, St. Simons, Ga. — This company has
decided to extend its line on St. Simons Island. [E. R. J.,
March 20, '11.]
Chicago, Ottawa & Peoria Railway, La Salle, 111. — Grad-
ing for the extension to Joliet has been completed by this
company and ties and go-lb. rails are being laid.
Rock Island Southern Railroad, Monmouth, 111. — The
Myers Construction Company, St. Louis, has been awarded
the contract by this company to build a bridge on its ex-
tension to Alexis. Grading has been completed and con-
struction will be begun at once.
Springfield & Central Illinois Traction Company, Spring-
field, 111. — This company is considering plans to build a line
from Edwardsville to Greenville, to connect with the main
line. It will connect Pawnee, Morrisonville, Hillsboro,
Greenville, Carlyle, Hoffman and Centralia. Isaac Smith,
St. Louis, president. [E. R. J., Jan. 4, '11.]
^Martinsville, Ind.— J. S. Bradley and M. S. Howel, Mar-
tinsville, plan to build an electric railway between Martins-
ville, Morovia, Hall and Eminence. It is said that it is
proposed to have the line connect with the Terre Haute,
Indianapolis & Eastern Railway at Mooresville and operate
over that line into Indianapolis.
Indianapolis, New Castle & Toledo Railway, New Castle,
Ind. — Arrangements are being made by this company to
imance the extension of its line from New Castle to Muncie.
Work is expected to be begun in the fall.
Vincennes, Washington & Eastern Traction Company,
Vincennes, Ind. — The Canadian Construction Company has
been awarded the contract by this company to build its elec-
tric railway between Vincennes, Washington and Loogootee,
Work has been begun. J. L. Ebner, Vincennes, is inter-
ested. [E. R. J., April 15. '11.]
Davenport-Muscatine Railway, Davenport, la. — This com-
pany has increased its capital stock from $100,000 to $1,000,-
000 to insure the construction of this line between Daven-
port and Muscatine. J. F. Porter, Davenport, president.
[E. R. J., June 24, '11.]
Southwestern Interurban Railway, Arkansas City, Kan. —
Material has been ordered and construction will soon be
begun by this company on a 3-mile extension in Winfield.
Manhattan City & Interurban Railway, Manhattan, Kan.
— The Public Utilities Commission has authorized Ibis
company to issue $200,000 in bonds to build an extension
from Manhattan to Ft. Riley.
:| Kenner, La. — Plans are being ma.de to begin the con-
struction in the near future of an electric railway between
Kenner and Metairie Ridge.
Boston & Northern Street Railway, Boston, Mass. —
This company will double-track its line from Maiden to
Revere Beach in the near future.
Benton Harbor, St. Joe Railway & Light Company, Ben-
ton Harbor, Mich. — Grading and preliminary work is being
rushed by this company on its line from Benton Ha.rbor to
Dowagiac. The company expects to build two concrete
bridges across the Dowagiac Creek.
Minneapolis Northern Suburban Railway, Minneapolis,
Minn. — The Atlas Engineering & Construction Company
has been awarded the contract by this company to build its
railway between Minneapolis and Little Falls. Work has
been begun. [E. R. J., June 17, '11.]
Vicksburg (Miss.) Traction Company. — All material is at
hand and construction has been begun by this company on
its 2-mile extension between Vicksburg and Walters.
Kansas City & Southeastern Traction Company, Kansas
City, Mo. — This company advises that it will begin con-
struction in the fall on its 126-mile line between Leeds,
Raytown, Little Blue, Lee's Summit, Warrensburg, Sedalia.
and Jefferson City. The company will furnish power for
lighting purposes. Its repair shops will be located at Little
Blue Station. Capital stock, authorized, $5,000,000. Capi-
tal stock, issued, $180,000. Bonds, authorized, $5,000,000.
Officers: Charles A. Sims, 3724 East Twenty-seventh
Street, Kansas City, president; Howard W. Gibson, vice-
president; C. Guy Minturn, 2714 Mersington Street, secre-
tary; Benjamin F. Shouse, treasurer, and Jerome C. Her-
ring, Twenty-second and Jackson Streets, chief engineer.
[E. R. J., March 6, '09.]
St. Louis, St. Charles & Northern Traction Company,
Middletown, Mo. — This company advises that it has not yet
awarded any contracts for the construction of its line.
Work will begin within the next eight months. It will con-
nect St. Louis, St. Charles, Old Monroe, Middletown, Lad-
donia and Mexico. The motive power will be electricity
or gasoline. Capital stock authorized, $3,000,000. Officers:
C. B. Duncan, Corso. president; R. E. Race, Mexico, vice-
president and general manager; C. Pearson, Middletown,
secretary, and R. M. Hendershott, Middletown. treasurer.
[E. R. J., Nov. 19, '10.]
Public Service Railway, Newark, N. J. — This company has
decided to build a viaduct over the West Shore and the
Susquehanna Railroads tracks at Little Ferry to avoid
crossing these roads at grade.
Binghamton (N. Y.) Railway.— Plans are being made by
this company to extend its tracks in Binghamton.
Buffalo & Williamsville Electric Railway, Buffalo, N. Y.—
This company is building iy 2 miles of track with 85-lb.
T-rails and brick pavement in Williamsville.
Catskill (N. Y.) Traction Company.— The Public Service
Commission of the Second District has received an applica-
tion from this company for permission to extend its railroad
from Leeds to Cairo, 6.7 miles.
Suffern (N. Y.) Railway.— The Public Service Commis-
sion of the Second District has authorized the Suffern Rail-
road to construct a single-track electric railroad from
Orange Avenue to Lafayette Avenue in Suffern, Rockland
County. The company is also authorized to issue $24,000
of its common-capital stock at par for cash to pay the cost
of constructing such track. The Suffern Railway will con-
nect with the North Jersey Rapid Transit Railway at State
Line and complete an interurban road from Paterson \ T J
to Suffern. [E. R. J., May 13, 'it.]
Syracuse, Watertown & St. Lawrence Railroad, Syracuse,
N. Y. — The Public Service Commission, Second District,
lias authorized this company to construct a 6-mile electric-
railroad from a point near Stop 9 on the Syracuse & South
Bay Electric Railroad in Cicero to and into Brewerton
|E. R. J., June 3, '11.]
Carolina Light & Power Company, Raleigh, N. C. This,
company will soon award contracts to build its 3-mile ex-
tension from the city limits to the Raleigh Country Club.
*Cleveland, Ohio.— O. P. Van Sweringen, M. J. Van
Sweringen and associates plan to build an electric railway
in the southeastern part of Cleveland.
70
ELECTRIC RAILWAY JOURNAL.
[Vol. XXXVIII, No. i.
Fostoria & Fremont Railway, Lima, Ohio. — This company
placed in operation on June 15 its 20-mile railway between
Fostoria and Fremont.
Lane County Asset Company, Eugene, Ore. — This com-
pany has begun work on its 12-mile electric railway to con-
nect Eugene and Elmira. It will ultimately be extended
to Coos Bay. [E. R. J., June 17, 'n.]
Portland, Eugene & Eastern Railway, Eugene, Ore. — A
permanent survey is being made and most of the right-of-
way has been secured by this company for its line between
Eugene and Corvallis.
Lancaster & York Furnace Street Railway, Lancaster,
Pa. — This company is building a 3-mile extension connect-
ing with the Lancaster & Southern Street Railway at Mount
Nebo.
Philadelphia Railways, Philadelphia, Pa. — This company
recently chartered to take over the Southwestern Street
Railway has planned extensive improvements to its lines.
Among these are the establishment of a through service to
Prospect Park and Media and the double-tracking of the line
westward from the Schuylkill River. Isaac H. Silverman,
605 Land Title Building, Philadelphia, president. [E. R. J.,
May 27, '11.]
Aberdeen (S. D.) Street Railway. — Work has been begun
by this company on an extension in Aberdeen to Wylie
Park.
Bristol (Tenn.) Traction Company. — This company has
placed in operation its extension in Bristol to Virginia Park.
Tennessee Traction Company, Memphis, Tenn. — This
company plans to reorganize and increase its capital stock.
W. K. Burton, president. [E. R. J., June 17, '11.]
*McKinney, Tex. — The Commercial Club, McKinney, is
endeavoring to interest capital in the construction of a 36-
mile electric railway between McKinney and Bonham.
Richmond & Henrico Railway, Richmond, Va. — This
company is considering plans to build several extensions to
its line.
Seattle, Wash.— A. O. Powell, Rufus R. Wilson, C. J.
Farmer, T. T. Aldwell and associates have completed the
organization for the financing and construction of a Si-
mile electric railway between Port Angeles and Port Lud-
low. Work will be begun at once. [E. R. J., June 10, 1911.]
Seattle, Wash. — W. H. Coughlin, 302 America-n Bank
Building, Seattle, advises that franchises, right-of-way and
$90,000 in subsidy bonds have been obtained to build a
7^2-mile electric railway between Seattle, Highland Park
and Lake Burien. This will be turned over to anyone who
will agree to build and operate the line. [E. R. J., May
20, '11.]
Grafton (W. Va.) Traction Company. — This company is
building a 3-mile extension in West Grafton and has begun
work on its proposed extension on Walnut Street to the
Beaumont addition.
Parkersburg & Ohio Valley Electric Railway, Parkers-
burg, W. Va. — John Shrader has been awarded the contract
by this company to complete the 5 miles of track between
Friendly and Sistersville.
*Eau Claire, Wis. — Harry Norris, Hudson, Wis., and Fred
Carr, Minneapolis, Minn., propose to build an electric rail-
way between Eau Claire, Wis., and St. Paul and Minneapo-
lis.
Milwaukee Electric Railway & Light Company, Milwau-
kee, Wis. — An extension from Racine to Eagle Lake is
being considered by this company.
SHOPS AND BUILDINGS
Pacific Electric Railway, Los Angeles, Cal. — It is reported
that this company has selected a site for its proposed car-
house on Homeward Avenue, in Los Angeles, on the Moneta
Avenue branch of the Redondo Beach line.
Central California Traction Company, San Francisco, Cal.
— This company's freight depot at Tenth Street and X
Street, in Sacramento, was destroyed by fire on June 13.
The loss is estimated to be about $3,000.
Tidewater Power Company, Wilmington, N. C. — This
company has let a contract for the erection of several con-
crete combination stations and waiting rooms. These will
be located at Greenville, Sheel Road Crossing, Winter Park
Gardens, and other points on the line between Wilmington
and the terminus, Lumina, at the beach.
Southern Pennsylvania Traction Company, Chester, Pa. —
Plans have been drawn for an annex to the present carhouse
of this company in Chester. It will be enlarged at an early
date.
Galveston-Houston Electric Railway, Houston, Tex. —
Construction has been begun by this company on its new
terminal station in Houston. The structure will be 160 ft. x
100 ft., and of brick construction.
Longview & Junction Street Railway, Longview, Tex. —
During the next three months this company will award con-
tracts to build a new carhouse in Longview.
Seattle-Everett Traction Company, Seattle, Wash. — The
contract has been awarded by this company for the con-
struction of a terminal station for its own use and the Ever-
ett Railway, Light & Water Company and the Puget Sound
International Railway & Power Company, in Seattle. This
building will house the general offices, and the yard will be
used by the Snohomish & Seattle Interurban Railway
Company.
POWER HOUSES AND SUBSTATIONS
Pueblo & Suburban Traction & Lighting Company,
Pueblo, Col.— H. M. Byllesby & Company, Chicago, 111.,
who have purchased the property of the Pueblo & Suburban
Traction & Lighting Company, are arranging to increase
the capacity of the steam station at Pueblo, build addi-
tional transmission lines and enlarge its hydro-electric de-
velopment. At present the company has a steam electric
power station of 4135-kw at Pueblo and a hydro-electric
plant of 1600-kw at Skaguay.
Athens (Ga.) Electric Railway. — This company is enlarg-
ing its Mitchell's Bridge power plant, which has a capacity
of 1000 hp. It will be increased by 200 hp. The company
also plans to increase the capacity of its Tallahassee Shoals
plant.
Chicago, Ottawa & Peoria Railway, Ottawa, 111. — This 90-
mile division of the McKinley system in northern Illinois,
which is completing a 22-mile extension from Morris to
Joliet, has purchased from the Westinghouse Electric &
Manufacturing Company three substation equipments of
300 kw each.
Illinois Traction System, Peoria, 111. — The St. Louis,
Springfield & Peoria Railway, a subsidiary of the Illinois
Traction System, has purchased from the Westinghouse
Electric & Manufacturing Company two rotary-converter
substation equipments, one of 300-kw and the other of
500-kw capacity. These are made necessary by the increase
of traffic occasioned by the entrance of the road into St.
Louis.
Arkansas Valley Interurban Railway, Wichita, Kan. —
Construction has been begun by this company on a new
brick power house at the junction of the Newton and Hal-
stead lines, in Halstead.
Kansas Ctiy Railway & Light Company, Kansas City,
Mo. — A substation is being built at Fortieth Street and
State Line for the use of this company and the Metropoli-
tan Street Railway. The structure will be one-story, 40 ft.
x 132 ft., and of reinforced concrete construction. The cost
is estimated to be about $17,000.
Syracuse (N. Y.) Rapid Transit Railway. — This company
has ordered three 1000-kva transformers, one 1000-kw rotary
converter, three 350-kva transformers and a switchboard
from the General Electric Company.
Lancaster & York Furnace Street Railway, Lancaster, Pa.
— This company is installing two 300-kw rotary converters
at its power house.
Susquehanna Traction Company, Lock Haven, Pa. — Ex-
tensive improvements are in progress at the power house of
this company in Lock Haven. The company is installing
a new 300-kw generator.
Washington-Oregon Corporation, Vancouver, Wash. —
Preliminary arrangements are being made by this com-
pany to build a new power plant on the Kalamon River.
The cost will be about $750,000. A. Welch, 502 Fenton
Building, Portland, Ore., general manager.
July i, 191 i.]
ELECTRIC RAILWAY JOURNAL.
7i
Manufactures & Supplies
ROLLING STOCK
Boston (Elevated) Railway has issued specifications for
fifty surface cars.
Montreal (Que.) Street Railway has issued specifications
for twenty-five cars.
Wausau (Wis.) Street Railway is in the market for five
single-truck pay-within cars.
Connecticut Company, New Haven, Conn., has ordered one
snow plow from the Wason Manufacturing Company.
Rhode Island Company, Providence, R. I., has ordered
ten closed cars from the Osgood-Bradley Car Company.
Texas Traction Company, Dallas, Tex., has ordered six
Brill 27-MCB-3 trucks from the American Car Company.
Greenville, Spartanburg & Anderson Railway, Greenville,
S. C, has ordered five express cars from the Southern Car
Company.
Denton (Tex.) Traction Company has ordered two 18-
ft. closed cars mounted on Brill 21-E trucks from the Dan-
ville Car Company.
Northern Ohio Traction & Light Company, Akron, Ohio,
has ordered one switching locomotive from the G. C.
Kuhlman Car Company.
Springfield (Mo.) Traction Company has ordered six 21-
ft. closed motor car bodies mounted on Brill 21-E trucks
from the Danville Car Company.
Denver & Inter-Mountain Railway, Denver, Col., has
ordered four No. 306-B railway motors from the Westing-
house Electric & Manufacturing Company.
Portland, Gray & Lewiston Railroad, Portland, Me., has
ordered five 30-ft. flat cars mounted on Brill 57-F trucks
from the Wason Manufacturing Company.
Charleston (W. Va.) Interurban Railroad is in the market
for a number of wheel guards. The company is overhaul-
ing its cars and rebuilding some of the bodies.
Philadelphia (Pa.) Rapid Transit Company, it is reported,
will order thirty cars for elevated-subway service in addition
to the 200 cars to be ordered for the surface lines.
Fort Scott Gas & Electric Company, Fort Scott, Kan.,
has ordered one 25-ft. 4-in. closed motor car mounted on
Brill 22-E trucks from the Danville Car Company.
Yonkers (N. Y.) Railroad has ordered one 34-ft. 4-in. flat
motor car body mounted on Brill 27-G-2 trucks, and two
Brill 27-G-2 trucks without car wheels from The J. G.
Brill Company.
Emporia (Kan.) Street Railway has ordered five 21-ft.
closed cars mounted on Brill 21-E trucks and four 20-ft.
open cars mounted on Brill running gears from the Dan-
ville Car Company.
Muskegon Traction & Lighting Company, Muskegon,
Mich., has ordered one 33-ft. 4-in. semi-convertible vesti-
bule motor car body mounted on Brill 27-G-1 trucks from
The J. G. Brill Company.
Oklahoma City (Okla.) Traction Company has ordered
one quadruple equipment of No. 92-A railway motors and
type K-io-A control from the Westinghouse Electric &
Manufacturing Company.
Louisville (Ky.) Railway has ordered thirty partial car
equipments of four motors and K-35 controllers from the
General Electric Company for use on the cars being built by
the Cincinnati Car Company.
Piedmont Traction Company, Charlotte, N. C, has
ordered three express cars from the Southern Car Com-
pany. The company has also ordered six Brill 27-MCB
special trucks from The J. G. Brill Company.
Woodlawn & Southern Street Railway Company, Wood-
lawn, Pa., has ordered four Brill 57-F trail trucks, four
Brill 27-E-1 trucks with rolled-steel wheels and two Brill
21-E trucks with rolled-steel wheels from the G. C. Kuhl-
man Car Company.
Buffalo & Lake Erie Traction Company, Buffalo, N. Y.,
has specified that the four vestibuled closed motor cars or-
dered from the G. C. Kuhlman Car Company shall be 56 ft.
5^5 in. long over all, 8 ft. 4 in. wide over all and equipped
with Westinghouse air brakes. McConway & Torley coup-
lers, Keller curtain fixtures, Brill journal boxes, four GE-205
motors and Brill-27 MCB-3 trucks.
Boston (Mass.) Elevated Railway, noted in the Electric
Railway Journal of May 6, 191 1, as having ordered forty
all-steel closed subway cars from the Standard Steel Car
Company, has specified the following details for this equip-
ment :
Seating capacity 72 Control West.
Weight (car body) .38,000 lb. Couplers Tom.
Bolster centers, length. .51 ft. Curtain fixtures .. Cur. S. Co.
Length over all.. .69 ft. 2^ in. Headlights Neal
Width over sills. . .9 ft. 2%. in. Journal boxes Sym.
Over all 9 ft. 6 in. Motors 2 West. 300
Height, rail to sills ... 223.4 in. Motors inside hung
Body metal Sash fixtures Edwards
Interior trim bronze Seats long
Headlining steel Trucks Brill
Roof semi-monitor Ventilators Perry
Underframe metal Wheels solid forged steel
Air brakes West. Special device,
Bumpers. Hedley anti-climber Consol. door mech.
Morris County Traction Company, Morristown, N. J., has
included the following in its specifications for the ten semi-
convertible cars which are being built by The J. G. Brill
Company :
Seating capacity 44 Curtain material., .pantasote
Weight (car body) .. 18,500 lb. Gears and pinions solid
Length of body 30 ft. 8 in. Gongs Dedenda
Over vestibule 40 ft. 8 in. Handbrakes,
Width over sills .. 8 ft. 2^4 in. 12-in. Brill ratchet
Over all 8 ft. 7 in. Headlights . . . .Crouse-Hinds
Body wood Motors 4 West. 101-B
Interior trim white ash Motors outside hung
Headlining birch veneer Sanders Dumpit
Roof Brill plain arch Sash fixtures Edwards
Underframe wood Seats Winner
Air brakes West. Seating material rattan
Axles 454-in. Std. Step treads oak
Bumpers ....Brill angle iron Trolley base Union
Car trimmings bronze Trucks....' Brill 27-G1
Couplers Hovey Ventilators ..Brill mushroom
Curtain fixtures N. L. W. Wheels 33-in. cast iron
TRADE NOTES
Indiana Tie Company, Evansville, Ind., ha^ increased its
capital stock from $113,000 to $225,000.
D. C. & Wm. Jackson, Boston, Mass., have moved their
Chicago office from the Commercial National Bank Build-
ing to the new Harris Trust Building, 11 1 West Monroe
Street.
The J. G. Brill Company, Philadelphia, Pa., has elected
Edward P. Rawle a member of the board of directors to fill
the vacancy caused by the death of his brother, Francis
W. Rawle.
Perry Ventilator Corporation, New Bedford, Mass., has
received orders for ventilators for the twenty new cars now
being built at the works of the Pressed Steel Car Company
for the Boston (Mass.) Elevated Railway.
Berg Storage Battery Car Company, New York, N. Y.,
has been granted a charter with a capital stock of $110,000 to
manufacture freight and passenger cars. The incorporators
are: C. H. Lee', T. Sturgis, New York, N. Y., and R. G.
Dale. Plainfield, N. J.
Asbestos Protected Metal Company, Beaver Falls, Pa.,
has opened a new plant for manufacturing asbesto pro-
tected metal and weather-proof - non-rusting skylights at
Beaver Falls. The executive offices of the company have
also been removed to Beaver Falls.
Manganese Steel Rail Company, New York, N. Y., has
been incorporated in Delaware with an authorized capital
stock of $6,000,000 to manufacture and deal in ingots of
iron and steel and manganese. The incorporators are
Charles S. Fallows and George M. Judd, New York, N. Y.,
and Harry W. Davis, Wilmington, Del.
McKeen Motor Car Company, Omaha, Neb., lias shipped
a 70-ft. gasoline motor car to the Oregon Short Line, Ogden,
Utah. This is the first of four cars ordered by this railroad,
and will be operated for local passenger service between
72
ELECTRIC RAILWAY JOURNAL.
[Vol. XXXVIII. No. i.
Ogden and Salt Lake City. The company has also shipped
the fourth motor car to the Ann Arbor Railroad.
Railway Roller Bearing Company, Syracuse, N. Y., has
received an order from the Baldwin Locomotive Works
for rolling journal boxes for an electric locomotive for the
Portland, Gray & Lewiston Railroad, Lewiston, Me. These
are said to be the largest roller bearing journal boxes in-
stalled up to this time. The axle journals are 5 in. x 9 in.
and the rollers are 2^ in. diameter.
Westinghouse Electric & Manufacturing Company, Pitts-
burgh, Pa., has received orders for power equipment from
the following companies: Seattle-Tacoma Power Com-
pany. Seattle, Wash., three 1000 kva, 50,000-volt oil in-
sulated, water-cooled transformers; Empire District Elec-
tric Company, three substation equipments, consisting of
nine 250 kva. 33,000-volt transformers, three switchboards
and three sets of lightning protective apparatus; People's
Power Company, Willows, Cal., six 100 kva, 55.000-volt oil
insulated, self-cooling transformers; Sacramento Power
Company, San Francisco, Cal, six 100 kva, 55.000-volt oil
insulated, self-cooling transformers.
Transportation Utilities Company, New York, N. Y., has
removed to its New York office at 30 Church' Street the
exhibit which was shown at the recent Master Mechanics'
and Master Car Builders' conventions at Atlantic City.
The exhibit will be a permanent one and includes the
products of the Acme Supply Company and the General
Railway Supply Company, which the Transportation Utili-
ties Company represents directly. Among the exhibits are
working models of four different styles of trap doors for
elevated and grade level platforms, operating models of
sash balances, vestibule and car window curtains, including
the Tuco rack curtain fixture, which was exhibited for the
first time at Atlantic City.
Ohio Brass Company, Mansfield, Ohio, has received an
order from the Piedmont Traction Company and the
Greenville, Spartanburg & Anderson Railway for Tomlin-
son radial M. C. B. couplers and sander equipments for 31
new interurban cars. The company will also furnish the
entire overhead material for 150 miles of track. Single
catenary construction supported by bracket- will be used.
The poles will be spaced 150 ft. apart on tangents and 1
and 2 deg. on curves, and the trolley wire hangers will be
spaced 30 ft. apart. The pole brackets will be 10 ft. long,
and the trolley will be No. 0000 grooved copper. The con-
tract also includes all porcelain insulators for 33,000-volt
transmission line, telephone, signal and feeder wires.
Walter L. Conwell, whose election as president and treas-
urer of the Transportation Utilities Company. New York.
N. Y.. was announced in the Electric Railway Journal of
April 15, 191 1, resigned on July 1, 191 1, from the Westing-
house Electric & Manufactu ring Company in order to devote
his entire time to the affairs of the Transportation Utilities
Company. Mr. Conwell was graduated from the University
of Pennsylvania in 1898 in the course of electrical engineer-
ing. He then engaged in electric railway construction and
engineering work for three years. In the fall of 1901 he
became connected with the sales department of the Westing-
house Electric & Manufacturing Company, and for the past
five years has had entire charge of railway work for that
company in its New York territory.
Sherwin-Williams Company, Ltd., Montreal, Que., has
been formed by Walter H. Cottingham, Cleveland, Ohio,
and C. C. Ballantyne, Montreal, Que., to take over the
Canadian business of the Sherwin-Williams Company of
America, the Canada Paint Company. Ltd.. and Lewis
Berger & Sons, Ltd., of London, Eng. The new company
will have a capital of $8,000,000, half preferred and half com-
mon. Of the $4,000,000 of cumulative preferred stock $3.-
000,000 is now being issued. The entire amount of com-
mon stock is being issued. The present management will
be continued, and the Canadian company, under an agree-
ment with the American company, will have the benefit of
the large research and development work constantly being
done by the latter. Walter H. Cottingham, founder of the
Canadian business of the Sherwin-Williams Company,
chairman of Lewis Berger & Sons, Ltd.. and president
of the Sherwin-Williams Company of America, will be
president of the new company. The present management
of the Canada Paint Company and Lewis Berger & Sons,
Ltd., will be continued.
The Baldwin Locomotive Works, Philadelphia, Pa., which
was incorporated in June, 1911, has acquired all of the
capital stock of "Baldwin Loconiotive Works" and in-
tends to acquire the ownership of the plant and property
of the Standard Steel Works Company. The new company
has authorized $20,000,000 of 7 per cent cumulative pre-
ferred stock and $20,000,000 common stock. The holders
of the $20,000,000 stock of Baldwin Locomotive Works re-
ceive $14,100,000 cash, $5,900,000 of the preferred stock and
$11,970,000 of the common stock of the new company.
Drexel & Company, Philadelphia, and White, Weld & Com-
pany, New York, N. Y., are offering the unsold balance of
the $20,000,000 7 per cent preferred stock. As now consti-
tuted, the board consists of twelve men, among whom are
four heretofore identified with the concern. They are Wil-
liam L. Austin, chairman of the board; Alba B. Johnson,
president; Samuel M. Vauclain, vice-president, and William
Burnham, president of the subsidiary Standard Steel
Works. The new interests are represented by Edward T.
Stotesbury, Roland Z. Taylor and Thomas De Witt Cuyler
of Philadelphia; E. C. Converse, president of the Bankers'
Trust Company, New York; Samuel M. Roberts, vice-presi-
dent of the National City Bank, New York; Charles D.
Norton, vice-president of the First National Bank, New
York; Francis M. Weld, White, Weld & Company, New
York, and Otis H. Cutler, president of the American Brake
Shoe & Foundry Company.
ADVERTISING LITERATURE
Ohio Brass Company, Mansfield, Ohio, has issued Cata-
log K, listing and describing Ohio valves and steam special-
ties. Attention is called particularly to the Ohio gage
cock, water gage and pressure regulating valve.
Goulds Manufacturing Company, Seneca Falls, N. Y., is
mailing a circular covering its new line of single stage cen-
trifugal pumps. They are made in both the single and
double-suction type, either of which is designed so that it
may be readily adapted to any form of drive.
Allis-Chalmers Company, Milwaukee, Wis., has issued
Bulletin No. 1076, covering its line of power transformers.
The bulletin describes the theory underlying the construc-
tion of power transformers and illustrates the various de-
tails of manufacture. Tables of efficiency and heating are
also included.
Gold Car Heating & Lighting Company, New York,
N. Y., has issued a 166-page catalog which lists and illus-
trates the various devices, fittings and special fixtures used
in connection with the Gold systems of steam-vapor, hot-
water and electric train heating. Attention is also called
to the improved Gold system of acetylene rnr lighting.
The J. G. Brill Company, Philadelphia ~ J- in the Brill
Magazine for June, 191 1, prints a biograph ketch of A.
L. C. Fell, chief officer of the London Co ty Council
Tramway system. The sketch is ac npani. _>vith an ex-
cellent portrait of Mr. Fell as a supplement This issue of
the magazine also contains a reprint of ? , iphlet issued
by the International Railway, Buffalo, ., describing
the first "near-side" type of car. Amon ■ articles are
the following: "Centrifugal Sprinklr ; ' Davenport,
la.," "Thirty More P. A. Y. E. Cars'rot'-V anclLver, B. C,"
and "Pay-Within Cars for Central Pennsylvania Traction
Company, Harrisburg. Pa."
General Electric Company, Schenectady, N. Y v has issued
Bulletin No. 4834, which comprises an article on the elec-
trical equipment of the Detroit River tunnel, reprinted from
the Electric Railway Journal of Jan. 14 and Jan. 21,
191 1. Bulletin No. 4855 illustrates and describes various
types of motor-driven pumps designed for different pur-
poses. Bulletin No. 4836 issued by the company describes
and illustrates the G. E. steam flow meter, and Bulletin
4847 describes its form B belt-driven alternators. They
are built in capacities ranging from 50 to 200-kw and are
adapted for three-phase o- two-phase winding without
change except the armatu r . and terminal blocks, the
exciters and all accessorie mg the same for both. De-
signs have been made for 240, 480, 600, 1150 and 2300 volts.
Electric Railway Journal
A CONSOLIDATION OF
Street Railway Journal and Electric Railway Review
Vol. XXXVIII NEW YORK, SATURDAY, JULY 8, 1911 No. 2
PUBLISHED WEEKLY BY
McGraw Publishing Company
239 West Thirty-ninth Street, New York
James H. McGraw, President.
Hugh M. Wilson, ist Vice-President. A, E. Clifford, 2d Vice-President.
Curtis E. Whittlesey, Secretary and Treasurer.
Telephone Call: 4700 Bryant. Cable Address: Stryjourn, New York.
Henry W. Blake, Editor.
L. E. Gould. Western Editor.
Associate Editors:
Rodney Hitt, Frederic Nicholas, Walter Jackson.
News Editors:
G. J. MacMurray, Frank J. Armeit.
Chicago Office 1570 Old Colony Building
Cleveland Office 1021 Schofield Buildin?
Philadelphia Office Real Estate Trust Building
European Office. ... Hastings House, Norfolk St., Strand, London, Eng.
TERMS OF SUBSCRIPTION:
For 52 weekly issues, and daily convention issues published from time
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Requests for changes of address should be made one week in advance,
giving old as well as new address. Date on wrapper indicates the month
at the end of which subscription expires.
NOTICE TO ADVERTISERS.
Changes of advertising copy should reach this office ten days in advance
of date of issue. New advertisements will be accepted up to Tuesday
noon of the week of issue.
Copyright, 1911, by McGraw Publishing Company.
Entered as second-class matter at the post office at New York, N. Y.
Of this issue of the Electric Railway Journal 8500
copies are printed.
NE"~ r vqrk, SATURDAY, JULY 8, 191 1
CONTENTS.
Materials and . dules 73
The Reorganizat { Railways 73
Questions of C: zation 74
Equipment Trus 74
The New York "' nation 75
Latest Type o iter, „ '-L^senger Car for McKinley System 76
Dispatcher's Control of Line Circuit Breakers 8!
Equipment Trusts 82
Change of Mailing Date 84
Meeting of American Society for Testing Materials 84
Plan of Membership in N. E. L. A 85
Selectively Operated Semaphore and Telephone Equipment for Elec-
tric Railways 85
A 35-Ton Electric Locomotive 86
Electric Railway Legal Decisions 88
News of Electric Railways 90
Financial and Corporate 93
Traffic and Transportation 95
Personal Mention \ _ 97
Construction News , 98
Manufactures and Supplies 101
Materials and Schedules
The popularity of the subject of efficiency has had a tonic
effect which will do some good if it is not overdone. A
wholesome result of the agitation has been a widespread
interest in the methods of the efficiency engineers. Al-
though the genesis of these methods was in shop work and
in motion study in connection with manufacturing proc-
esses, there is no question that the publicity which has been
given to them has provoked a similar consideration of
topics of more direct bearing on railways. Of such topics
two that may be mentioned are greater economy in the use
of materials and closer analysis of schedules so as to elimi-
nate as much unprofitable car mileage as possible. An ap-
peal to employees is an effective way of re-awakening their
interest in the economical use of supplies and securing their
co-operation, which is essential in any successful plan of
improvement. In the revision of schedules it is always a
serious problem to know how far to go. There is no per-
manent advantage in the reduction of car mileage to a point
that discourages the traffic. In city operation frequent,
rapid service is desirable and headways cannot safely be
lengthened beyond certain intervals in order that full loads
may be secured. Economy could be enforced to the sure
discomfort and inconvenience of the traveling public, and,
therefore, to the eventual disadvantage of the company, but
the achievement of economy at this price would not be wise
railway efficiency. The best operation, however, requires
continual investigation of the traffic and schedules and read-
justment from time to time to meet the changes that de-
velop. In the practice of some companies it has been found
that a material of lower cost can be substituted at times for
one of higher cost without any detriment, or a smaller car
substituted for a large one and the traffic accommodated
satisfactorily ; and these small things help to make an aggre-
gate that, whether large or small, is gain and not loss.
The Reorganization of Railways
Through the appeal to the Court of Appeals from the
decision of the Appellate Division of the State Supreme
Court the order of the Public Service Commission in the
Third Avenue Railroad reorganization case will be adjudi-
cated finally in the court of last resort. In the considera-
tion of this case by the Appellate Court the controlling
importance was placed upon the single question of the
authority of the commission in a reorganization proceed-
ing. We stated on Oct. 1, 1910, in a review of the decisions
of the commission, that the question was whether the ap-
plicant was to be regarded as seeking a new capitalization
for a new property or whether the old property was to be
considered as the real applicant. In the latter event it was
assumed that the reasonable costs of conversion from one
74
ELECTRIC RAILWAY JOURNAL. [Vol. XXXVIII, No. 2.
form of motive power to another would be retained in the
capitalization. The court, however, has gone much further
than this and has swept aside all questions of the value of
the property. It concludes that the authority of the com-
mission is confined in fact to a review of the acts of the
corporation under a statute which, it holds, applies to re-
organization cases and has not been repealed by implication
by the public service commissions law. It is the conclu-
sion of the court, further, that the new corporation is
"based upon the former corporation, depending for its ex-
istence upon the provisions of the reorganization statute
and embodying in itself as the very reason for its being
the reorganization agreement of the affairs of its im-
mediate predecessor." This would give the security holders
of companies that undergo receivership full control of plans
for reorganization in New York State. The effect of a final
determination that such is the law would be interesting. A
State policy of this nature would, it appears, tend to re-
strict the commissions to jurisdiction over present and
future rather than over past acts.
Questions of Capitalization
At the banquet of the Street Railway Association of the
State of New York on June 27 Oscar T. Crosby pre-
sented a strong defense of that often maligned indi-
vidual, the promoter. No one will deny that in the trans-
portation industry, as well as in other lines of business,
little progress will be made if capital should be invested
only in enterprises of established security, and this will be
the case if the opportunities for making a '"promoter's
profit" should be greatly reduced. We agree with Mr.
Crosby that the rate of return to which the investor in
any line of business is entitled, should the enterprise prove
successful, ought to be commensurate with the risks which
are assumed. For instance, a return of 25 per cent per
annum upon the money, upon the value of the time invested
by the promoter and upon the cost of the other factors
necessary in the development of certain classes of electric
railway undertakings is not too high. On the other hand,
6 per cent might be large for an underlying security in a
well-established public service corporation. And disasters
have followed attempts to secure 25 per cent on the latter
class of securities just as they will follow attempts on the
part of the State to confine the profit on hazardous enter-
prises to the legal rate of interest. If we admit that those
who promote the latter class of enterprise are entitled,
in case of its success, to compensation for their risk, this
return may be paid to them in the form of high dividends
upon a low capitalization or in the form of moderate divi-
dends upon a capitalization in excess of the cash value of
the elements which were required to organize and establish
the business. From one point of view the way in which
the annual profits of a public utility company are distributed
is a matter of no concern to the public. Its chief interest
lies in the fact of whether the people are paying an undue
profit for the service rendered. Whether this profit is paid
as a dividend upon one capitalization or at the rate of half
of that dividend upon twice that capitalization is a matter
of little moment. According to Mr. Crosby, much of
the popular misunderstanding in regard to capitalization
would disappear if the "par value" of the capital stock
of a company should be forgotten, or if the stock should
be issued without any specified par value. Each share
would then represent the right of its proportionate partici-
pation in the profits of the company, and while there would
be rigorous supervision over the issue of such shares they
would not necessarily indicate that any particular amount
of money had been paid in by the original holder.
EQUIPMENT TRUST NOTES
The favorable experience of steam railways with equip-
ment trust notes, to which Mr. Brockway calls attention in
his suggestive article in this issue, has already encouraged
some participation by electric railways in this form of
security. An inspection of the last edition of American
Street Railway Investments shows that the following
companies had equipment trust securities outstanding: Ft.
Wayne & Wabash Valley Traction Company, Indianapolis
Traction & Terminal Company, Northwestern Elevated
Railroad of Chicago, Chicago & Oak Park Elevated Rail-
road, United Railways & Electric Company of Baltimore,
Public Service Railway of Newark, N. J. ; Coney Island &
Brooklyn Railroad, Pittsburgh Railways, Norfolk & Ports-
mouth Traction Company, Hudson & Manhattan Railroad,
Buffalo, Lockport & Rochester Railway, International Trac-
tion Company of Buffalo, and Virginia Railway & Power
Company.
Necessarily there are fundamental differences between
the conditions of issue of these certificates by the large
steam railroad and by the more generally local electric rail-
way. But so far as these differences affect marketability
they lie in the total amount of the issue and not in the
quality of the security, and hence they are not disparaging
to the electric railway. A steam railroad with extensive
mileage would issue a larger volume of securities than a
local electric railway system, because its needs and revenues
are greater. Therefore, it would be better able to interest
large banking houses or syndicates of bankers having rep-
resentation in a number of important cities. This would
facilitate the rapid distribution of the securities, which is
the essential feature to the underwriting banker. However,
if an issue of equipment trust notes made by an electric
railway is small in amount or the other securities of the
company are not well known outside of the community in
which it operates, the local bankers should be induced to
furnish the market. Indeed, it is our understanding that
some of the notes of this character which have been issued
by electric railways have been taken at once by savings
banks and trust companies in the community and held for
permanent investment instead of being offered for re-sale
to the general public. Another method of marketing the
securities which has been followed releases the railway
company from all negotiations except those conducted
directly with the equipment manufacturing company, which
receives payment in notes for the equipment furnished.
The manufacturing company then makes either a direct
sale to bankers or a commission arrangement under which
the notes are sold for its account.
It is the "ultimate consumer," the investor, who deter-
mines in the end the market position of the various classes
of securities, but his judgment as to the interest his capital
should yield on long-time investments is affected by the
July 8, 191 1.]
ELECTRIC RAILWAY JOURNAL.
75
money rates prevailing in financial centers. As a general rule,
the equipment trust securities outstanding bear 4^ per cent
to 5 per cent interest and were sold to the public to yield a
little over or under 5 per cent. With the interest return at
this satisfactory rate, the principal other question that con-
cerns the investor is the factor of safety. In an equipment
trust note he has an interest in a mortgage on specific
property which is readily distinguishable. That is an ad-
vantage which is not possessed by many underlying mort-
gages on properties which, after merger, are lost to identity.
One other feature, that of convertibility into money, is
important to the investor. Ease in convertibility could be
assured under ordinary circumstances if the notes were
sold to banks in the community.
THE NEW YORK SUBWAY SITUATION
COST OF ELECTRIC OPERATION OF RAILROADS
The engineering aspects of the problem of electric opera-
tion of steam railroads are no longer in doubt. Both the
single-phase alternating-current system with overhead trol-
ley and the direct-current third-rail system have been in-
stalled and successfully operated for a sufficient period of
time to demonstrate their superiority over steam locomo-
tive operation in high-speed passenger service, suburban
service, yard switching and hauling long, heavy freight
trains in tunnels and up steep grades. Electricity will do
all and more than steam as a motive power with equal
reliability. This much has been proved. The relative cost
of electric and steam operation is the crux of the situation
with respect to electrification projects of the future.
Electrical engineers can estimate the cost of installation
and roughly the cost of operation, but their figures ad-
mittedly are estimates. They do not know what it costs to
operate electrified steam roads and the officials of such
roads, if they know themselves, have not been willing to
tell. Why this apparent desire for secrecy? It is safe to
say that no steam railroad official would willingly abandon
electric operation where it has once been begun. If it is
not directly profitable it certainly is not unprofitable when
the comfort of passengers, the higher speeds of trains and
the simplified terminal operations are taken into account.
Nothing is to be gained by concealing the true cost, even
though it is apparently resulting in a deficit. The figures
relating to the West Jersey & Seashore Railroad which
were given by B. F. Wood in his paper read last week at
the annual convention of the American Institute of Elec-
trical Engineers are among the first to be made public, and
they constitute a substantial addition to the general fund
of rather widely scattered data. Unfortunately they tell
less than half the story, for the West Jersey & Seashore is
still operating freight trains with steam locomotives and
no figures of steam passenger operation prior to electrifica-
tion are given from which comparisons with electric pas-
senger train operation can be made. What is wanted now
is a complete statement of operating results from all of the
electrified steam railroads. The public, which is demanding
electrification of terminals in large cities, has a right to
know what results may be expected if the demands are
complied with. The engineering fraternity has a right to
know, so that costly mistakes may be avoided in planning
other electrification projects of the future.
The New York subway situation is developing rapidly
every day. After lying dormant for nearly seven years,
or since the present subway was put in operation, each day
now sees some change in its condition. The city and the
railway companies interested in the proposed franchises
have issued ultimatums which have been followed later by
ultimatissimums. Each railway has advanced important rea-
sons why it should receive different terms or more favor-
able conditions than the other. Finally, estimates by the
city of large profits from certain routes, when placed un-
der the microscopes of the corporations for careful ex-
amination, have been returned with the statement that they
were really deficits in disguise. It is undoubtedly true that
never before have transportation experts been required to
calculate the future profits upon urban railway enter-
prises of such magnitude as those represented by the fran-
chises offered in the McAneny proposal to the Interborough
and Brooklyn Rapid Transit Companies. Not only have
the companies been obliged to predict the future traffic
and profits from the new lines, but they have had to deter-
mine the effect of each new system on the other and upon
each company's existing system. A miscalculation of 1 per
cent in the growth of future business, or an erroneous
allowance of the same amount in regard to the operating
ratio, would amount to millions of dollars during the period
of the franchise. It would be a serious misfortune to the
city of New York if after all these negotiations and efforts
it shall not succeed in securing the best possible extension
to its rapid transit facilities. At the same time no one can
blame the companies for being unwilling to assume the
financial burden of conducting an unprofitable service.
We have great sympathy with the position of ex-Mayor
Low, who stated that any transportation scheme other than
one which would include both existing system, as in the pro-
posal originally submitted to the companies, would be a
makeshift. The purpose toward which efforts should be di-
rected is that of providing rapid transit between each of the
outlying boroughs and the lower half of Manhattan Island,
with such extension of these routes only as will provide
train loads in both directions. A through service from
the northern confines of the Bronx to the southerly end of
Brooklyn is not only unnecessary but uncalled for.
The modified acceptance of the proposals of the city by
the Brooklyn Rapid Transit Company and the apparent
willingness of the authorities of the city to adjust the points
of difference between them and this company assure, we
hope, that at least a considerable part of the general plan
will be carried out. The final answer of the Interborough
Rapid Transit Company was not expected until July 5, or
after this paper went to press. The company has taken a
number of exceptions to the city's original offer and has
advanced many good reasons why some change should be
made in them. We sincerely trust, for the sake of a well-
rounded-out system, that the concessions which it will ask
in its proposal this week will be such that they will be
granted. If not, we feel that the Brooklyn Rapid Transit
Company is amply able to build along the routes which
will be open to it a rapid transit system which will be of
great benefit to the city.
7 6
ELECTRIC RAILWAY JOURNAL.
[Vol. XXXVIII, No. 2.
Latest Type of Interurban Passenger Car for
McKinley System
These Cars Are of the Combination Passenger and Baggage Type and Are Designed for Train Operation. They Have
Arch Roofs and the Framing Is Strongly Reinforced with Steel.
Ten large interurban cars designed by J. M. Bosenbury,
superintendent of motive power and equipment of the Illi-
nois Traction System, have just been built by the Danville
Car Company. Six of these cars have been put into service
on the Chicago, Ottawa & Peoria Railway and four on the
Illinois Traction System. Numerous improvements in de-
sign which have been found desirable as the result of experi-
ence with older types of cars on the McKinley traction sys-
tem have been incorporated in these new cars, which are
intended for high-speed multiple-unit service. Each car
has a motorman's cab at the left-hand corner and is sub-
divided into a combination baggage and smoking compart-
ment, a main compartment, a toilet room and a heater closet.
The cars are arranged for single-end operation and the seats
are placed so that passengers in the forward compartment
have a clear view ahead. The rear platform is inclosed.
The accompanying engravings show the principal features
of design and the general appearance of these new cars,
which have turtle-back roofs and are heavily reinforced
with steel in the framing:.
compound side sill is bolted to the inside of the posts of the
side framing. The center and intermediate sills over the
bolsters are reinforced with 4-in. x 4-in. x y 2 -in. angle irons
8 ft. long. The longitudinal sills are held together by %-in.
tie rods terminating between the center sills at hollow rect-
angular malleable-iron spacing blocks. These blocks are
made hollow to provide a continuous space between the cen-
ter sills for installing the cables and air pipes.
At the front end of the car the sills terminate in a combi-
nation crown-block, buffer beam and end sill, which is made
of straight-grained white oak 2^ in. thick. The outer
member of this buffer beam is made of 8-in. x 10-in. white
oak. The buffer beam and^ crown block are slip-tongue and
grooved together and held in position by U-shaped pocket
irons to which the sill webs are bolted. The outer side of
the buffer beam is faced with a continuous iron plate % in. x
8 in., which is returned along the side sills. On the outside
of this facing Hedley anti-climber sections 2 in. x $y 2 in. x
7 ft. 4 in. have been applied. The rear buffer beam of the
car is similar to the front buffer beam, except that the face
Illinois Traction Car — Exterior View
The cars weigh 93,000 lb. completely equipped and have
seats for fifty-six passengers.
GENERAL DIMENSIONS
The principal dimensions are as follows:
Length over buffer plates 55 ft. 6 in.
Width over outside sheathing 9 ft. 6 in.
Width inside between wainscoting 8 ft. 8 i/i6in.
Height from bottom of sill to top of roof. . . 9 ft. 4 13/16 in.
Height from top of rails to bottom of sill. . . 3 ft. 5 in.
Height from top of rails to center of draw-
bar 2 ft. 10^ in.
Length of posts between sill and plate 6 ft. 8 in.
Truck-center distance 32 ft. 3 in.
BOTTOM FRAMING
The ten cars were designed to be substantial, easy riding,
and to have great strength to resist damage in butting col-
lisions. The principal members of the underframe are
four 6-in. 1254-lb. I-beams extending from buffer to buffer
and two steel plate side sills *4 i n - thick by 18 in. deep. The
center and intermediate sills are filled out with yellow pine
timbers and the deep plate side sills are reinforced at the
top and bottom by 3-in. x 3-in. x %-in. angle irons. The
plate is returned around and into the step openings. Both
buffer beams are supported on the bottom flanges of the cen-
ter sills, the web and top flange having been cut away.
The bolsters are made up of steel plates. The tension or
upper member is a i-in. x 12-in. plate with the ends upset to
in. x 12 in. The lower member is a ij^-in. x 12-in.
plate, the ends of which rest against the inside portion of
the upset ends of the top member. The lines of contact
between the top and bottom members were accurately ma-
chined. The top and bottom members are held apart by
iron spools and wing castings. The bolster plates support
machine-finished castings which are fitted on the lower side
with 1 -in. x 4-in. wearing plates to serve as side bearings.
The center plates are held in place by four ij^-in. bolts
extending through the bolster and above the tops of the
center sills. The lower nuts on these bolts are fitted with
National lock washers and underneath one nut on each
center plate is a copper terminal to receive the ground wire.
The center pins are 2 in. in diameter; they have forged
upset heads and extend below the truck bolsters a sufficient
distance to be fitted with ^-in. cotter pins.
The needlebeams consist of 5-in. 14%-lb. I-beams trussed
July 8, 191 1.]
ELECTRIC RAILWAY JOURNAL.
77
with two %-in. rods. The main longitudinal truss rods are
double-refined iron V/ 2 in. in diameter and they are anchored
to the side sills with forged truss-rod hinges made of •Vj-in. y
4-in. iron bolted to the side sills.
BODY FRAMING
The bodies of these cars, as shown in the accompanying
half-tone engravings, have arched roofs and are sheathed
with steel. On the left-hand side of the body are eight double
Pullman type windows, in addition to the rear passenger
entrance door and the motorman's cab door. On the other
side of the car are seven double windows, a baggage door
and a single window. The front end has three windows
with double sash and the rear vestibule has two windows
with single sash and an end door in the center with drop
sash for passing through to a trailer car when used for
train operation.
The outside of the car bodies up to the letter board is
covered with No. 14 sheet steel. This protective covering is
brought around the corner posts and around both ends of
the car. The vertical members of the side framing con-
sist of ash posts 2% in. x 4% hi. in section. Each post is
mortised into the side sill at the oottom and the side plate
■at the top and the double pier posts are gained inside for
filler blocks. The side plate is a continuous piece of long-
leaf yellow pine. Between each adjacent pair of window
posts is a yellow pine brace i t j in. x 4^4 in. in section, held
at the upper end against a j4-in. hook rod terminating under
the side sill. The side and vestibule framing structures are
tied together by a %-in. steel plate. The tie rods in the side
frame are J / 2 in. in diameter and are incased in grooves cut
in the single posts and in the blocking between the double
posts and they are wedged to prevent vibration. The side
framing of each side of the car is strengthened by an over-
hang truss rod resting on deep cast-iron struts over each
bolster and terminating in metal anchor blocks underneath
the corner posts of the body. These truss rods are T>/% in. x
1^2 in. in section where they pass through the side framing
and 1^8 in- round where they pass down through the side
sills. All the side framing of these cars was strengthened by
three-cornered glue blocks at the junctions of the letter
boards and posts and by blocking between the double pier
posts.
The truss plank which forms part of the underframing
consists of a steel plate % in. thick by 18 in. deep, to which
the side posts are bolted. This truss plank is reinforced at
the top and bottom with heavy angles. A wood capping
which forms a continuous foot rest from end to end of the
car is securely bolted to the upper angle. The truss plank
is fitted with malleable-iron clips to hold the hot-water
-55 L 6"
tween these two layers are two thicknesses of "red rope"
building paper.
STEPS
These cars are designed for single-end operation and have
the standard step arrangement of other cars of the Illinois
Traction System, which includes brass-bound sheet-steel
Illinois Traction Car — End View
hangers, covered with Empire safety treads and O. M. Ed-
wards type-F trap-door fixtures.
ROOF
The roof of these new cars is designed along lines similar
to the roof of the sleeping cars of this company. Its shape
conforms to two segments of circles joined by a flat curve.
The arch roof is supported by compound carlines consisting
of white ash pieces 1^4 in. thick faced on the outside with
two pieces of steel y 2 in. x 1V4 in. These carlines have
Illinois Traction Car — Floor Plan
heater pipes. Underneath the angle iron and near the top
of the truss plank is a %-in. loricated conduit having a bell-
mouth opening at each seat for the electric heater wires.
This conduit is supported on wrought-iron clips fastened
to the angle irons which stiffen the truss plank.
FLOOR
The floor consists of long-leaf yellow pine 13/16 in. thick
an< l 3/4 in. wide. The lower layer of the floor is placed
crosswise and the upper layer lengthwise of the car. Be-
feet bent at an angle at each end to rest on the side plate,
and they are fastened to the plate with J^-in. bolts and also
by tie rods. Wood rafters 1% in. thick are placed between
adjacent carlines. The purlins are built up of y 2 -\n. x
i%-in. iron and ash filler blocks. The iron members of the
composite purlins are bent at an angle at each end and
bolted to the main carlines of the roof.
Particular care was taken in designing the hood framing
to make it substantial so that it will withstand extraordinary
78
ELECTRIC RAILWAY JOURNAL. [Vol. XXXVIII, No. 2.
shocks. The hood covering is an extension of the main
roof without any offset. Its supports are framed of ijH$-in.
rafters connecting with a 2-in. yellow pine bulkhead and
secured by strap bolts. The wood rafters are faced
on each side with iron carlines and thus the roof of the hood
is a stiff structure rigidly tied to the side framing through
the bulkhead.
The roof of the cars consists of 9/16-in. matched yellow
poplar boards laid with the tongues pointing toward the
center of the roof. Over the hoods were laid two thicknesses
of 9/32-in. boards steam-bent to form the contour. The
entire roof of the cars is painted with two coats of white
lead and boiled linseed oil, and then covered with one piece
of No. 6 cotton duck applied with No. 10 copper tacks.
Drip moldings were made of 13/16-in. yellow poplar and
The roofs of the cars are fitted wtih automatic ventilators
for the main ventilation and one ventilator each for the
motorman's cab and toilet room, and an air insulated smoke
jack for the hot-water heaters. At the points where these
ventilators pass through the roof blocking has been inserted
to strengthen the roof and ceiling structures. The ceiling
openings for the ventilators are fitted with polished bronze
shutters which can be operated by the conductor from the
aisle. The ventilators in the motorman's cab, toilet room
and the smoke-jack top on the heater pipe are 5-in. Globe
ventilators.
SHEETING
The outside of the cars below the window sills is sheeted
with yellow pine boards 13/16 in. thick gained over the
posts and glued and screwed thereto. The upper sheeting
l & '14 Sheet Steel
Illinois Traction Car— Half Plan and Side Elevation of Framing
the roofing canvas was fastened to these. After the canvas
covering was placed it was treated and painted according to
111 inois Traction System standard painting specifications.
Small copper eaves troughs were placed over each door
opening. These troughs are attached by nails to furring
blocks placed on the underside of the roof. A running
board continuous for the full length of the car and made
of i^-in. x 6-in. yellow pine rests on ash cleats fitted
to the contour of the arched roofs. At a point 11 ft. 4 in.
from the rear end of the car blocking was attached for
mounting a No. 13 United States trolley base. The rear
hood of each car is covered with an ash slat rack to protect
the roofs from the trolley wheel. This rack rests on four
hickory ribs bent to the contour of the hood and securely
bolted to the roof.
is of yellow poplar. Over the sheeting has been placed No.
14 sheet steel, double-rolled and straightened. The joints
of the steel plates are covered with battens of i^-in. wagon
box iron slightly concave on the inside to retain a strip of
lead putty.
The steel sheeting was applied with round-headed steel
screws dipped in red lead. The battens are held by oval-
headed screws. All the holes in the steel sheeting were
drilled and special care was taken to prevent denting the
steel. After the sheeting had been applied it was sand-
blasted to remove the roll scale and rust before paint was
applied. The inside of all the sheet-steel work was painted
a coat of red lead and linseed oil before application. An
iron batten % in- x *M in. in section extends the full length
of the car under the edges of the arm rails.
July 8, 1911.]
ELECTRIC RAILWAY JOURNAL.
79
WINDOWS
The windows, of which there are eight on one side and
seven on the other, are of the double Pullman type, and are
provided with two complete sets of lower and Gothic sashes,
in each opening. The upper outside Gothic sashes are
screwed to the window heads and the letter board from the
inside and the construction is such that the sashes can be
removed from the outside by removing the retaining battens
which are held in position with brass screws. The inner
Gothic sashes are so arranged that they may be moved up
to permit cleaning the inside of the windows. Both the
lower window sashes can be raised 24 in. above the arm rail.
The inside sashes have the glass beads removable from the
inside and the outside sashes have the beads removable from
the outside. All window sashes are fitted with O. M. Ed-
wards anti-rattling devices and window catches.
The front windows of the cars have two complete sashes
at each opening. The outside front sashes are stationary
and the inside sashes are hung on three brass hinges and
have two catches. The windows on the rear platforms have
single stationary sash with the exception of the opening
in the door, which has a drop sash. All the sashes in the
cars are made of 13/16-in. solid mahogany. The glass is
3/16-in. polished American plate and all outside windows
and doors are fitted with Bosley's metallic weather strips
fastened with -Ms-in. brass escutcheon pins.
COUPLERS
Each car is equipped with two Illinois Traction System
standard couplers of the Bosenbury type with spring draft
$ Bottom floor to run crosswise
S Layers of red rope paper between
*>\ S3i' -1
Illinois Traction Car — Sections of Underframing
gear made by the National Malleable Castings Company.
The draft pockets are made of cast steel and the radial
carrying irons are made of J/g-in. x 31/2-in. iron secured to
the buffer beam by J^-in. square-head bolts, passing through
thirteen cast-iron spacing spools and two malleable-iron
end stops. The drawbar and spring pocket are made of cast
steel. The tail pin of the coupler is at the center of the
circle described by the face plate of the buffer beam, which
has a radius of 4 ft. 10 in. Each car has one Illinois Trac-
tion System standard steel angle pilot held by angles and
hydraulic tubing at an elevation of 10 in. above the rails.
INTERIOR ARRANGEMENT
One of the engravings shows the floor plan of these cars.
This plan, with slight modifications, conforms to the
standard interior arrangement of the Illinois Traction Sys-
tem's passenger equipments. At the forward end is a com-
bination smoking and baggage compartment from which the
motorman's cab has been set off. The smoking compart-
ment has two folding longitudinal seats and six cross seats.
The baggage door is on the right-hand side of the car and
is 48 in. wide. The double-arched interior window covering
the baggage-door recess is a single section, hinged at the
corner post and having an extra heavy stile and three spring
hinges, so that it may be swung into the car to permit
cleaning the windows or repairing the baggage-door runway.
The main compartment of the car has sixteen cross seats
and two small box seats. All the seats are Hale & Kilburn
199-EE reversible with double head rolls, brass corner
grab handles and automatic foot rests. The hot-water heat-
ing equipment is located in a closet at the right hand of the
rear door and the toilet room at the left hand.
INSIDE FINISH
The inside finish of the car is of Honduras mahogany
Illinois Traction Car — Smoking and Baggage Compartment
above the arm rail and below the crown molding, with the
exception of the ceiling bands. The finish below the arm
rail is No. 14 sheet steel applied over girths made of long-
leaf yellow pine and glued and screwed into position. The
steel inside of the car is treated in the same manner as
described for the outside sheeting and after application was
painted and grained mahogany to match the interior. The
ceiling and head lining are formed of three-ply poplar
veneer 34 in. thick. Between the ceiling and its supports
pieces of cloth have been placed at points of contact to
prevent squeaking.
Illinois Traction Car — Passenger Compartment
The motorman's cab at the forward left-hand corner of
the car is covered on the smoking compartment side with
sheet steel protected at the corners by angle iron. This
cab contains a switch cabinet lined with ¥&-'m. transite board.
The cabinet has no cover, but is protected by three J-^-in.
round iron guards. Under the switch cabinet is a smaller
receptacle for the air governor, feed and governor valves.
To the left of the switch cabinet is a recess of similar depth
provided with coat hooks. The motorman's cab has a double
8o
ELECTRIC RAILWAY JOURNAL.
[Vol. XXXVIII, No. 2.
folding door in the side of the car and a double folding
creep door leading into the smoking compartment. Above
the latter door is a window. The cab is ventilated by a 5-in.
Globe ventilator fitted with a bronze shutter which can be
operated from the inside. The crown block from the motor-
man's cab to the center of the car between the sills was
routed out to receive cables and pipes leading from the
space between the two center sills.
INTERIOR FIXTURES
All the side windows in the car as well as the window-
above the creep door to the motorman's cab have Pantasote
curtains equipped with O. M. Edwards spring rollers and
Illinois Traction Car — Plan and Elevation of Rear End
Framing
Forsyth fixtures with ring tips. The curtain rollers for the
side windows are inclosed in mahogany curtain boxes held
in place by bronze screws.
As earlier stated, the car contains twenty reversible seats
and six stationary seats. All of the stationary seats have
cushions similar to those of the reversible seats and have
their backs set at the same angle. The two long seats in
the smoking room are made with spring bottoms and the
edges of the cushions are covered with No. 14 sheet steel
with rounded corners. All the seats in the smoking com-
partment are upholstered in dark green split horsehide and
the rest of the seats in the main passenger compartment
are upholstered in green frieze plush.
An emergency tool box located over the window in the
motorman's cab contains one axe, one 8-lb. steel sledge,
one Diston steel-blade hand saw and one small pinch bar.
The tool box is lined with plush and all the tools are painted
red and lettered "I. T. S."
The car is equipped with one Illinois Traction System
sheet-steel sand box and an air sander-trap with Ohio Brass
Company's sander valve. The sand pipes and hose carry the
sand in front of the wheels of the forward truck.
The center aisle of the car in the main compartment is
covered with a strip of plain brown linoleum 24 in. wide
and 3/16 in. thick, at each edge of which is a beveled strip
of hard maple. The car is lighted by forty incandescent
lamps arranged in rows of four lamps across the ceiling at
the double window posts. A shift light is provided for
illuminating the motorman's cab.
CAR HEATING
Each car is equipped with a No. i-C Peter Smith hot-
water heater connected to three rows of i^-in. pipe on each
side of the car under the continuous foot rest. These pipes
extend from the heater compartment at the rear of the car
as far forward as the baggage door on the right-hand side,
and then under the floor and up into the motorman's cab
and return to the rear on the left-hand side of the car. In
addition to the hot-water heating equipment each car has
twenty-seven Consolidated Car Heating Company's electric
heaters distributed as follows : Sixteen under the reversible
seats in the main compartment and four under the reversible
seats in the smoking compartment ; two under one of the
longitudinal seats and one under the other longitudinal seat
in the smoking room; three heaters mounted against the
front lining of the front vestibule. A cab type heater inde-
pendent of the others is located in the motorman's compart-
ment. The electric heaters are arranged for three degrees
of heat and those in the main compartment are controlled
independently of those in the smoking compartment.
GRAB HANDLES AND SILL STEPS
Grab handles and steps have been installed to conform to
the requirements of the safety appliance law. Two wrought-
iron handles have been placed on the front window posts
of the cars and a continuous handle extends from the
bumper beam up to the front vestibule window sill and
across the front and down to the other end of the buffer
beam. Wooden grab handles are placed outside of the mo-
torman's cab door ; wrought-iron grab handles are placed at
each side of the baggage door ; one wood grab handle has
been placed over each inside rear vestibule door, and one on
the outside of each of these doors; two wrought-iron grab
handles have been placed on the rear center door posts,
two on the rear dash and one at each diagonal corner of
the car for mounting to the roof. Wrought-iron sill steps
have been placed at the motorman's cab door and the bag-
gage door, and wrought-iron ladders at diagonal corners on
the outside of the car.
MISCELLANEOUS FITTINGS ■
All the trimmings in the car are made of polished bronze.
These include match scratchers in the smoking room, door
locks, catches and hinges, window catches and hinges, parcel
racks, bell and register cord hangers, sign holders, grab-
handle sockets and a corner grab handle in the toilet room.
The car is equipped with four combination marker and clas-
sification lamps of Adams & Westlake manufacture and
with four combination flag and marker brackets.
One of the short seats in the main passenger compartment
has a well beneath it lined with zinc designed for storage
of the marker lamps so as to prevent their damaging cloth-
ing. Each car is equipped with one 6-amp automatic
Wagenhals arc headlight and supporting brackets on the
front dash of the car and on the rear train door. Some
of the other miscellaneous equipment includes 3-gal. Alert
chemical fire extinguisher, twelve destination signs sup-
ported in a wood-lined galvanized iron box, six camp stools
with mahogany frames and tops covered with Wilton car-
pet supported by cotton duck ; malleable-iron threshold
plates, Illinois Traction System standard window guards,
Consolidated Car Heating Company's tow car coupler,
Knutson No. 5 trolley retriever. Ohmer interurban type
July 8, 191 1.]
ELECTRIC RAILWAY JOURNAL.
81
register, Dayton standard dry closet screen pocket in toilet
room, bronze parcel racks built by the Rostrand Manufac-
turing Company, Milford, Conn.; lazy-tong channel-iron
gates for baggage-door opening, oil report-card box, equip-
ment report-card box, train mail box and clip for holding
train orders.
The cars are equipped with hand brakes operated by a
vertical acting ratchet lever brake handle installed in one
corner of the motorman's cab. This hand-brake equipment
supplements the Westinghouse schedule AMS combina-
tion straight and automatic air-brake equipment, which has
M-22 brake valves and D-2-E-G compressors. Conductor's
emergency air valves are provided.
ELECTRICAL EQUIPMENT
The cars are mounted on Baldwin M.C.B. type trucks of
30,000-lb. center-pin capacity. Each truck carries two
303-A, 100-hp Westinghouse interpole motors. The control
is Westinghouse unit-switch, type H-L, with combination
mechanically and pneumatically operated reversers. The
air pipes for the control are painted yellow and those for
the brake system are painted black. The electric-light
wiring is inclosed in conduit, but the cables are run in three-
ply, i-in.. water hose. The main car cables are run in
cotton hose and all of the main electrical wiring is pro-
Line Circuit Breakers Open
tected from chafing and runs through the hollow malleable-
iron sill spacers between the center sills. This runway
between the center sills is inclosed from below to protect
the cables against wheel wash.
The cars are fitted with Westinghouse Air Brake Com-
pany's electro-pneumatic signal valves and cords designed
for facilitating train operation. The signal apparatus is
inoperative unless there is sufficient air on the car to apply
the brakes and thus a safety feature is introduced. Cords
and valves are so arranged that pulling the cord in any car
will blow a signal on both platforms of each car except
the motor car, on which the signal is only given at the rear
of the car, thus making it possible to hold the conductor
of the forward car responsible for the safe starting of the
train. The same cord which operates the motorman's signal
can be used by him for signaling the conductor of the head
car.
During the month of May, 191 1, the Employees' Relief
Funds of the Pennsylvania Railroad and affiliated lines dis-
tributed $186,886.96 in benefits to members. This was an
average of $6,028.21 a day. The families of members who
died received $58,220.18 and members who were in-
capacitated for work received $128,666.78. Since the or-
ganization of the fund in 1889 a total of $30,820,807.60 has
been paid in death and disability benefits.
DISPATCHER'S CONTROL OF LINE CIRCUIT BREAKERS
The Indianapolis & Louisville Traction Company has
recently installed in its power station at Scottsburg, Ind.,
a simple device by means of which the train dispatcher can
open the circuit breaker instantly and throw all current
off the line. The accompanying illustrations show the
method of applying the device on the switchboard in the
power house. The small electromagnet, shown at the right
is connected to the trolley in series with two banks of
incandescent lamps, one of which is mounted on the switch-
board and the other in the dispatcher's office. A double-
throw switch is inserted in the circuit in the dispatcher's
office. With the switch in normal position the current
passes from the trolley wire through both banks of incan-
descent lamps and the electromagnet coil. The resistance
of both banks of lamps in series is so high that the current
flowing through the magnet coil is very weak and the arma-
ture will not attract the tripping latch.
To shut off the current from the line and stop the cars in
an emergency the switch in the dispatcher's office is thrown
to the second position. This cuts out one bank of incan-
descent lamps from the circuit and lowers the resistance
correspondingly. Sufficient current then flows through the
i!;„ j>j Line Circuit Breakers Closed
rfiagnet coil to attract a small horizontal tripping lever
'Shown above the coil. This lever acts as a detent for the
vertically pivoted lever which is connected to a rod extend-
ing across the front of the switchboard. This rod is con-
nected to small bell cranks under each circuit breaker. The
shafts of these bell cranks pass through the switchboard
and counterweights are attached on the back side. When
the electromagnet is energized sufficiently to attract the
latch lever the vertical lever is released and the counter-
weights on the back of the switchboard cause the bell
crank arms to move to the left. The bell crank arms
strike the latches of the circuit breakers and open them
instantly.
As long as the dispacher's switch remains in the second
position it is impossible to restore the circuit breakers
because the instant the circuit breakers are closed the elec-
tromagnet is energized and the detent latch is again
attracted. When the dispatcher throws his switch to the
second position the bank of incandescent lamps which
remain in the circuit burn brightly for an instant and then
go out. The dispatcher thus has a positive indication that
the tripping device has operated and that the current is off
the line.
The details of the device were worked out by H. D.
Murdock, superintendent of the Indianapolis & Louisville
Traction Company.
ELECTRIC RAILWAY JOURNAL.
[Vol. XXXVIII, No. 2.
Equipment Trust Securities
By W. B. BROCKWAY
This Article Describes the Methods of Issuing Equipment Trusts and Discusses the Character of the Security Covered by
Them.
A study of equipment trust securities, as applied to elec-
tric railways, brings out little that does not apply also to
the same class of securities put forth by steam railroads.
Indeed, it is, comparatively, only recently that electric rail-
ways have taken advantage of this most excellent form of
borrowing for the purpose of providing equipment.
Therefore for the history of the equipment trust plan
we must turn to the steam railroads, where it is found that
equipment trust securities were first issued in the early
seventies. A careful investigation seems to show the sur-
prising fact that there has never been a permanent default
in principal* and but few instances of delay in the payment
of interest upon the securities of this nature. I believe
this is a record not equaled by any other form of corpora-
tion security either here or abroad.
During the three years of panic and receiverships, 1893-
1896, a time when railroads as a olass were in a worse
condition than they have been since, equipment securities
made a most remarkable record. Over 100,000 miles of
steam railroad were placed in charge of receivers. The
companies which failed had outstanding many millions of
dollars of equipment securities of various forms, and in
every instance the holders of these securities received pay-
ment in full for principal and interest. In many cases the
first mortgage bonds were in default and, in the process of
reorganization, were scaled down or changed for a junior
lien, yet the equipment securities, with few exceptions, suf-
fered no delay in the receipt of interest and in the end ob-
tained par value for both principal and interest.
It is particularly interesting to note, in corroboration of
the above, the names of railroads reorganized without loss
to the holders of equipment securities. The list is a long
one, but only the best known are selected as examples, as
follows :
Atchison, Topeka & Santa Fe Railroad.
Baltimore & Ohio Railroad.
Chesapeake & Ohio Railroad.
Northern Pacific Railroad.
Philadelphia & Reading Railroad.
Union Pacific Railway.
In the reorganization of these properties practically all
other securities issued by them were scaled either in amount
or rate.
The principal reason for this remarkable record is that
a railroad cannot operate without equipment. That is axio-
matic ; therefore it or the court in charge during the re-
ceivership cannot afford to permit anything to happen
which will deprive it of what may be called, for lack of a
better word, its tools. In fact, that particular word has
been used in court to explain the importance of recognizing
equipment obligations.
The courts have recognized the truth of this and have
often permitted receivers to issue their certificates to pro-
vide for the payment of interest and instalments of prin-
cipal.
Thus equipment securities have not only the first lien
upon a most necessary part of a railroad property, but their
obligations receive a prompt recognition from the courts.
Due to the ample and growing margin of value over the
debt outstanding, they are always in a very important and
satisfactory position from the standpoint of the investor
and they bring satisfactory returns to the company.
That buying equipment by the equipment trust method
has grown in popularity is expressively shown by the table
prepared from the reports of the Interstate Commerce Com-
mission. The ratio of equipment obligations to the total
of capital stock, bonds and other interest-bearing debt (ex-
cluding ordinary bills or notes payable) has nearly trebled
since 1888, but the enormous increase of actual debt out-
standing of this nature, the amount outstanding in 1908
being seven times the amount outstanding in 1888, is the
best evidence of how this class of security has pleased the
investing public and assisted the railroads.
Table I. — Amount or Equipment Obligations Outstanding. From
Annual Reports of Interstate Commerce Commission, 1888-1909.
1888 $49,294,329 1899 $42,058,348
Not available 1900 60,308,320
1889.
1890.
1891.
1892.
1893.
1894.
1895.
1896.
1897.
1898.
49,478,215 1901 68,116,723
54,755,157 1902 89,208,425
55,153,595 1903 142,980,116
62,699,282 1904 173,334,694
63,970.204 1905 186,302,906
55,915,327 1906 224,719,099
50,304,931 1907 329,773,289
39,888,767 1908 344,592,782
40,351,111 1909 307,869,061
Equipment trusts equaled 0.637 P er cent °f total stock and
funded debt of the railroads in 1888 and they have nearly
trebled, increasing to 1.760 per cent, in 1909.
It is interesting to note the effect business depressions
have had upon these securities. Table I shows that at every
pause in business more equipment trusts are issued than at
just before that period ; also that the tendency is to reduce
the amount outstanding after the depression has passed, or,
in other words, to issue the trusts in smaller amounts while
the maturities serve to reduce the total outstanding.
This does not by any means argue that equipment trusts
are panic makeshifts, but rather that the plan is recognized
as the surest one that will permit the company to continue
to purchase its equipment without material sacrifice of
proceeds of obligations issued. In fact, there are times
when they are almost the only obligations which can be
issued economically.
The investor finds these securities to be conservative and
exceptionally safe. His only regret is the chance of early
maturity of his holdings, but as there are always investors
in the market who wish short term investments, that objec-
tion is easily met. In this connection there are two plans
by which the instalments are called. The usual method is
to fix the maturity of bonds by number in the agreement;
the other plan is to call by lot in the customary manner.
In either case the market value is usually close to par.
When issuing an equipment trust the usual plan is for
the company to pay 10 per cent of the cost of the equip-
ment in cash. The remaining 90 per cent fixes the amount
of the bonds issued. The term of payment is spread over
ten years in eaual annual or semi-annual instalments. At
the termination of the full period, that is to say, at the
payment of the last instalment, the title to the whole equip-
ment is turned over to the company in fee and ordinarily
falls under the operation of the "after acquired property"
clause of a regular mortgage.
An electric-car trust covers not only the car body and
trucks but also the electric equipment and air-brake equip-
ment of the car ; that is to say, the whole car equipment
is treated and covered as a unit. With reference to the
financial plan upon which equipment securities are issued
and assuming, for example, the average life of equipment
at twenty years and subject to a flat depreciation of 5 per
cent a year, also that the instalments are payable semi-an-
nually, the plan works out about as follows :
July 8, 191 1.]
ELECTRIC RAILWAY JOURNAL.
83
Cost of equipment $1,000,000
Paid in cash 100,000
Represented by equipment bonds 900,000
Semi-annual installment 45» 000
Annual depreciation 50,000
When issued.
After 1st half
" 2d
" 3rd "
" 4th "
" 5th "
" 6th "
" 7th "
" 8th "
" 9th "
" 10th "
" nth "
" 12th "
" 13th "
" 14th "
" 15th "
" 16th "
" 17th "
" 18th "
" 19th "
" 20th "
Table II. — Showing Course of Equipment Securities.
Security Company's
raes Bonds ^Equity
utstanding.
1.11
year .
Value of
Equipment.
$1,000,000
975,000
, 950,000
925,000
, 900,000
875,000
850,000
825,000
. 800,000
. 775,000
750,000
. 725,000
700,000
. 675,000
. 650,000
. 625,000
. 600,000
. 575,000
. 550,000
. 525,000
. 500,000
Bonds Ti
Outstanding. Ot
$900,000
855,000
810,000
765,000
720,000
675,000
630,000
585,000
540,000
495,000
450,000
405,000
360,000
315,000
270,000
225,000
180,000
135,000
90,000
45,000
1.14
1.17
1.21
1.25
1.30
1.35
1.41
1.48
1.57
1.67
1.79
1.94
2.14
2.41
2.78
3.33
4.26
6.11
11.70
Per Cent.
10.00
12.25
14.75
17.25
20.00
22.90
25.85
29.10
32.50
36.20
40.00
44.20
48.55
53.25
58.50
64.00
70.00
76.50
83.60
91.42
A short consideration of the accompanying diagram
shows the course of the debt clearly. The diagram is based
on semi-annual payments and shows diagrammatically the
facts given in Table II. The line marked "security times
Years Electric Ry. Journal
Diagram Showing Relation Between Security and Debt
Outstanding
debt outstanding" is the one which most clearly gives the
value of this plan of borrowing in the eyes of the lender.
Because of the steadily reducing amount of debt outstand-
ing and also because of the condition in the deed of trust
that the title of the whole equipment stays with the trustee
until the last instalment is paid, the margin of safety to the
lender has, at the sixth year, climbed to twice the amount
of outstanding debt. From the sixth year the rise is rapid
until at the ninth year the security is just over six times
the debt.
From the point of view of the railroad the curve giving
the per cent of equity is of much interest. In six years
the margin is 50 per cent and it increases rapidly thereafter.
In electric as well as in steam railroad practice there are
in general use three methods by which equipment securities
are issued. In each of the three the railroad is obligated
for any loss which may arise.
The first method is to purchase the equipment through an
association which leases the equipment to the railroad. The
lease is deposited with a trustee which issues its car-trust
certificates against the lease.
Another form follows the first, except that the association
sells its own stock instead of using the trustee's certificate.
The certificates of stock in this instance are ordinarily guar-
anteed by the railroad.
These two methods are known as the "Philadelphia plan."
The third method, now most used, is a direct first-mortgage
equipment bond issued by the railroad itself. The trustee
in this case holds the title under lease or else sells it condi-
tionally to the railroad.
The result of each of these plans is the same, viz. : Not
until the last security is taken up is the equipment deeded
by the trustee or the association to the railroad.
Under certain of the above conditions the interest upon
the notes is called a rental but under other plans it is called
interest.
Speaking broadly, the form of agreement between the
railroad and the trustee follows closely the form of an
ordinary mortgage, although the length of the agreement or
the trust deed, as the case may be, is very much shorter,
due to the less complicated nature of the property mort-
gage. Of course, the conditions provided in the agreements
vary, probably no two agreements being exactly alike, but,
in general, provision is made somewhat like the following,
which is taken from a car trust agreement issued by an
electric railway company:
The company acknowledges receipt of the equipment,
which is described by number and class.
Title is to remain with trustee until last bond is paid.
Bonds are to be retired in either semi-annual or annual
instalments in accordance with the plan agreed upon.
The wording of the bond is given in full.
Bonds must be certified or countersigned by the trustee.
Bonds may be registered as to principal.
Temporary bonds may be issued.
Maturing coupons are to be paid in gold in the usual
manner.
Gold coin with which to retire maturing bonds, or the
entire issue if called, is to be deposited by the company with
the trustee.
Company is to pay all taxes.
Equipment is to be kept in full repair and cars destroyed
are to be replaced with others "of like character and equal
value."
Cars are to be plainly marked showing the trustee to be
the owner and lessor.
Equipment is to be insured at the expense of the company
and loss, if any, is to be paid to trustee.
Mortgage is to be recorded.
Company is to make periodical reports of condition of
equipment, and trustee is to have the right of inspection and
the further right to require repairs which it may consider
necessary after inspection.
The usual terms relating to default and seizure and sale
of equipment and disposition of proceeds are provided. The
company agrees to be liable for any deficiency as a result
of such sale.
The trustee may be removed, or resign, and its place be
filled in the ordinary manner, and it is not to be held per-
sonally responsible for acts performed in good faith.
Trustee agrees to convey title to the company upon pay-
ment of the last obligation and expenses of the trust.
The resemblance of an equipment trust deed to the or-
dinary mortgage of a railroad is thus seen to be quite
marked.
The courts are now rather generally permitting executors
to invest trust bonds in equipment securities, especially when
another bond of the same company is acceptable for such
investment. Hence, equipment obligations, when issued by
a railway, must not be taken as an indication of financial
weakness, but as showing that the company is taking ad-
8 4
vantage of a modern partial payment method to replace
equipment out of earnings. It is thus a form of deprecia-
tion.
The securities are not listed upon stock exchanges, but
on account of their equity and the importance placed upon
them by the courts they are always in demand and are liquid
investments to a marked degree.
Only during the last few years has the plan been adopted
by the electric railways. The census of 1907 made no
separate tabulation of car trusts, and as that is the only
source of complete information available for electric rail-
way statistics, no figures can be obtained. The plan is being
taken up more widely and successfully from year to year
and there seems no good reason why the equipment trust
should not be as satisfactory to the electric roads as it has
been to the steam railroads.
CHANGE OF MAILING DATE
Beginning with the issue of July 15 the Electric Rail-
way Journal will be issued and put in the mails on Satur-
day morning of each week instead of on Thursday after-
noon. This will allow the publishers to keep the news and
editorial columns open thirty-six hours later than formerly
and to include in the issue of the current week news of
conventions and otber events occurring as late in the week
as Thursday. It is hoped that this change, with the in-
crease in size of type introduced with the issue of July 1,
will be appreciated by the readers of this paper.
MEETING OF AMERICAN SOCIETY FOR TESTING
MATERIALS
The American Society for Testing Materials held its
fourteenth annual convention in Atlantic City June 27 to
July 1, inclusive. Among other subjects considered were
specifications for hard-drawn copper wire and specifications
for rolled-steel wheels and heat-treated axles.
The specifications for hard-drawn copper wire submitted
this year were amended so as to provide a more practicable
test for small sizes of wire. The requirements for all sizes
are the same as those submitted last year except that the
percentage of elongation is increased for the smaller sizes.
The specifications for rolled-steel wheels which were
submitted by committee A-i on standard specifications for
steel were referred back to the committee for further con-
sideration. The specifications for heat-treated axles, how-
ever, were approved and will be submitted to letter ballot
for adoption. As they differ in several important respects
from the specifications submitted by the committee on
heavy electric traction of the American Electric Railway
Engineering Association they are reprinted below.
PROPOSED STANDARD SPECIFICATIONS FOR HEAT-TREATED
CARBON STEEL AXLES, SHAFTS AND SIMILAR PARTS
1. Steel under this specification shall be made by the
open-hearth or other approved process.
2. A sufficient amount of discard must be made from each
ingot to insure freedom from piping and undue segregation.
3. The steel shall conform to the following limits in
chemical composition :
Carbon Not over 0.60 per cent
Manganese 0.40 to 0.80 " "
Phosphorus Not over 0.05 " "
Sulphur " " 0.05 " "
4. Drillings shall be taken from the crop end of one axle,
shaft, or similar part from each melt represented, parallel
to the axis on any radius one-half the distance from the
center to circumference, to determine whether the chemical
composition of the heat is within the limits of Par. 3.
In addition to the complete analysis, the purchaser has
a right to call for a phosphorus determination, to be made
from turnings from each tensile test specimen, and the
phosphorus must show within the limits of Par. 3.
[Vol. XXXVIII, No. 2.
5. The steel shall conform to the following minimum
physical properties:
Ultimate strength, lb. per sq. in 85,000
Elastic limit 50,000
Elongation in 2 in., per cent 22
Reduction of area 45
The elastic limit shall be determined by extensometer.
Above 40,000 lb. per square inch each increment of load
shall be not more than 1000 lb. per square inch.
6. The test specimen, 0.5-in. diameter and 2-in. gage
length, shall be used to determine the physical properties
as specified in Par. 5. Test specimens shall be taken from
the crop end of one axle, shaft, or similar part, from each
treating-plant heat; if more than one open-hearth heat is
represented in a treating-plant heat, a test shall be taken
from each open-hearth heat represented. A full-size pro-
longation shall be left on each axle, shaft or similar part.
7. A cold bend test shall be made from the crop end of
one axle, shaft, or similar part, from each treating-plant
heat; if more than one open-hearth heat is represented in
a treating-plant heat, a test shall be taken from each open-
hearth heat represented. The test shall be made with a
l />-in. square specimen, 6 in. in length, around a flat man-
drel with edges of J^-in. radius, and the specimen shall
bend, without fracture, 180 deg. around the said mandrel.
8. Specimens for tensile test and cold bend test shall be
taken parallel to the axis of the axle or shaft and on any
radius half way from the center to the circumference.
9. In case the physical results obtained from any lot of
axles, shafts, or similar parts, do not conform to those
called for by Par. 5 and 7, the manufacturer shall have the
privilege of re-treating such parts, from which new tests
shall be taken by the purchaser, and these shall govern the
acceptance or rejection of the lot.
10. Each axle, shaft or similar part shall be allowed to
cool after forging, shall then be reheated to the proper
temperature, quenched in some medium, allowed to cool,
and then reheated to the proper temperature for annealing.
11. Warped axles or shafts or similar parts must be
straightened hot — that is, at a temperature above 900 deg.
Fahr., and before offering the parts for test.
12. All axles, shafts and similar parts shall be free from
cracks, flaws, seams or other injurious imperfections when
finished. Those which show such defects while being fin-
ished by the purchaser will be rejected and returned to the
manufacturer, who must pay return freight.
13. All axles, shafts and similar parts must be rough-
turned with an allowance of % in. on surface for finishing,
except on collar, which is to be left rough forged. Turning
must be done on 60-deg. centers with clearance at point.
14. The heat number shall be stamped on the rough
forged collar. After rough turning the manufacturer's
name, heat number, individual axle or shaft number and
inspector's mark shall be stamped at place indicated by the
purchaser, except at any point between the rough collars.
15. The inspector representing the purchaser shall have
free entry, at all times while his contract is being executed,
to all portions of the manufacturer's shop which concerns
the manufacture of material ordered. All reasonable facili-
ties shall be afforded to the inspector by the manufacturer
to satisfy him that the axles, shafts and similar parts are
being furnished in accordance with the specifications. All
tests and inspection shall be made at the place of manufac-
ture prior to shipment and free of cost to the purchaser.
The purchaser shall have the right to make tests to govern
the acceptance or rejection in his own testroom, or else-
where, as may be decided by the purchaser, such test, how-
ever, to be made at the expense of the purchaser and to be
made prior to the shipment of the material. Unless other-
wise arranged, any protest based on such tests must be
made within six days to be valid. Tests and inspection
shall be so conducted as not to interfere unnecessarily with
the operation of the mill.
ELECTRIC RAILWAY JOURNAL.
July 8, 191 1.]
ELECTRIC RAILWAY JOURNAL.
85
COMMUNICATION
PLAN OF MEMBERSHIP IN N. E. L. A.
MILWAUKEE ELECTRIC RAILWAY & LIGHT COMPANY
Milwaukee, Wis., June 26, 191 1.
To the Editors :
Referring to the recent convention of the National Elec-
tric Light Association in New York, May 29 to June 2, and
to the marvelous growth in the membership of that associa-
tion, particularly in Class A company members and Class B
associate members, composed of officers and employees of
company members, unquestionably the most potent factor
in increasing the membership has been the formation of
"company sections."
This company has recently formed a "company section"
of the National Electric Light Association with a mem-
bership of 101, 94 of whom became Class B members of
the National Electric Light Association in order to be
eligible -for membership in the "company section." This
means that there were added to the Class B membership
roll 94 members, who, presumably, would not have other-
wise become Class B members of the National Electric
Light Association, and would not be eligible for nor be
able to participate in the advantages of membership in the
"company section."
The advantages of "company sections" to the companies,
their employees and the National Electric Light Associa-
tion are so well understood as to need no specific mention
here. These advantages are mutually beneficial and of far-
reaching importance.
This company, being a member of the American Electric
Railway. Association as well as of the National Electric
Light Association, feels that the formation of "company
sections" in the American Electric Railway Association,
along the lines laid down and followed by the National
Electric Light Association, would accomplish the same
relative and comparative good results for the American
Electric Railway Association and for the interests which it
represents as have been accomplished by the National Elec-
tric Light Association and for the interests which it repre-
sents.
As the recognized and authoritative organ of the electric
railway business, if this suggestion appeals favorably to
you, or if you consider the matter of sufficient importance
to bring it to the attention of your readers, you are at
liberty to publish this letter, if you so desire.
C. N. Duffy, Comptroller.
Mr. Duffy's letter suggests that an outline of the present
organization and different classes of members of the
National Electric Light Association may be of interest to
those who are not acquainted with the plan of organization
of the National Electric Light Association. There are five
different classes of members as follows:
Class A members are company members, and are the only
ones who vote. The privilege of holding office is con-
fined to representatives of member companies. The dues
of member companies depend upon the population of the
city in which the lighting company is located and vary
from $10 a year to $1,250 a year.
Class B members are officers or employees of member
companies and are elected and continued from year to year
as members only with the consent of the member company
with which they are connected. They have the privilege
of attending the open meetings of the association. They
may also attend the executive sessions if they have the
consent of the member company with which they are con-
nected. The "company sections" mentioned by Mr. Duffy
are made up of Class B members by the organization into
local sections of the employees of individual member com-
panies. These company sections hold frequent sessions at
which technical subjects are discussed. The advantages
of a section of this kind over an ordinary electrical club
within the ranks of the company are that each member
receives all of the publications of the association and so
is kept in touch with the technical progress of the industry.
These reports and the Monthly Bulletin and Question Box
form the basis in many instances of the discussions at the
meetings of these company sections. The dues of Class
B members are $5 a year for any section other than a
company section and $2.50 additional for membership in
each additional section.
Class C members are instructors, teachers and practi-
tioners of engineering and related sciences, who are inter-
ested in the objects of the association. They may become
members only upon the annual invitation of the executive
committee, and they may attend the open meetings of the
association. The dues are $5 per year.
Class D members are the manufacturing companies,
which in the American Electric Railway organization are
members of the Manufacturers' Association. Publishers and
firms of consulting engineers also come in this class. They
have the same privileges as Class C members. The dues
are $20 a year, plus $5 for each representative or guest
enrolled under the company's name at the annual con-
vention.
Class E members are individuals connected with the
corporations which are Class D members. They are elected
and continued from year to year only with written consent
of the company with which they are connected. The
annual dues for Class E members are the same as for
Class B members.
Number of Members National Electric Light Association as of
June 24.
1909. 1910. 1911.
Class A 731 850 962
Class B 2,079 3,757 6,942
Class C 19
Class D 194 219 231
Class E 133 688 837
Total 3,137 5,514 8,991
Some figures on the growth of the different classes of
members of the Electric Light Association during the
last two years may also be of interest in this connection.
They are given in the accompanying table. — Eds.
..<&,.»
SELECTIVELY OPERATED SEMAPHORE AND TELEPHONE
EQUIPMENT FOR ELECTRIC RAILWAYS
The Western Electric Company, in conjunction with the
Union Switch & Signal Company, has been working on a
combination telephone and semaphore system which would
provide a selectively operated semaphore signal for use
in connection with the telephone train wire — that is,
instead of having a selector on the telephone circuit ring
a bell at a way station, the semaphore at this point
will be thrown. This gives the dispatcher a chance to get
into communication with any train crew. The economy of
time and the increased safety of operation resulting from a
combined semaphore, selector and telephone equipment are
important advantages of this system.
The semaphore selector and telephone equipment are
mounted on the same iron post in a weatherproof box,
making the apparatus self-contained. The box is locked so
that access to it is obtainable only by means of keys which
would be furnished to the proper parties. The semaphore
signal is of standard make and can be furnished in either
the upper or lower quadrant types, as desired. A three-
spectacle casting is provided. The semaphore blade itself
can be furnished of any type or shape desired.
Everything is arranged for facilitating maintenance
work. Terminals of ample size are used throughout in the
apparatus, and practically all maintenance connections in-
side the casting are made with terminal screws or hexagonal
lock-nuts. The wiring throughout is of insulated weather-
proof braided wire, conforming with good signal practice.
*
86
ELECTRIC RAILWAY JOURNAL. [Vol. XXXVIII, No. 2.
All of the wood which is used in the interior of the set is
oil-treated. The telephone and selector are inclosed in an
inner compartment. All openings are arranged so that
water cannot enter the set. In addition, the outer door of
the set has a weatherproof gasket, rendering it practically
impervious to moisture.
The signal mechanism is of the electrically operated type,
but is manually restored. The operating relay is normally
de-energized, and ten dry cells are required for its opera-
tion. As this relay will operate on four cells, an ample
margin of battery is allowed. The signal mechanism proper
is contained in the compartment at the top of the casting.
The only part of this which appears on the surface of the
inside door is the handle of the restoring lever. The
selector and terminals are readily accessible for mainte-
nance purposes.
One important feature of the selectively operated sema-
phore is the fact that it gives to the dispatcher an answer
back which cannot be mistaken, telling him that one particu-
lar semaphore has completed its movement and is at the
"stop" position at the time the answer-back signal is re-
ceived.
The telephone set is especially designed for railway work
and is of high efficiency. The transmitter and receiver are
mounted on the outside of the inner door on the lower part
of the apparatus casting. The transmitter mouthpiece is
of metal and so fastened in the set that it cannot be re-
moved without opening the inner door. All parts are ar-
ranged so that they can be easily inspected and maintained.
All metal is given a black finish,
which eliminates any chance of rust-
ing.
The signal mechanism is operated
by the Western Electric's latest type
of railway selectors. This selector is
practically independent of weather
bell ringing at the point called, a semaphore blade moves
to "stop." The answer-back signal returns to the dispatcher
clearly and distinctly and then he waits for the crew of the
train so signaled to call in. Should he be disconnected from
the circuit for any reason the crew can easily call him, but
ordinarily operating practice does not require this. Only
one pair of wires is needed to extend along the line. As
many sets as may be desired can be connected to this cir-
cuit, and it is used both for talking and signaling. All
equipment is bridged directly across the circuit and any
piece of apparatus can be taken off the line without affect-
ing the rest of the equipment.
The use of these instruments affords an exceedingly
flexible system, for as many semaphores can be located upon
one telephone circuit as necessary, in addition to the tele-
phone apparatus.
If desired, standard telephone apparatus can also be used
at other points along this circuit where semaphores are not
located. This semaphore equipment can also be placed upon
existing train wires which are being operated by means of
the telephone. In addition to being exceedingly flexible,
the use of these semaphores insures an accurate, speedy,
convenient and economical method of handling train move-
ments. .*.#■•
A 35-TON ELECTRIC LOCOMOTIVE
The Woodward (Ala.) Iron Works have ordered a
35-ton slow-speed locomotive from the General Electric
Company. It will be used for hauling coke. The locomo-
tive makes about fifty round trips a day, the approximate
length of each trip being 2000 ft., and it handles about
20 tons of coke per trip. There is a 3 per cent grade
about 300 ft. long. The locomotive has all-steel framing
and cao and arch bar truck. It is equipped with type M
single unit control.
Signal Post
Outer Door Open
conditions and is asserted to be absolutely reliable. It is in
operation at the present time on eighteen of the largest
railroad systems in this country, where it is giving universal
satisfaction.
The circuit arrangements of the signaling equipment
above described are very similar to the standard Western
Electric train dispatching circuit. The dispatcher operates
selector keys in the same manner ; instead, however, of a
Inner Door Open
The platform framing consists of six pieces of channel
and two large plates, all riveted. Of these two 8-in. side
channels 18^ lb. per foot and two 7-in. center channels
lyY^. lb. per foot run the whole length of the platform. A
box casting forming the drawhead is .riveted between the
center channels and to an 8-in. cross channel that forms the
end framing. The outer longitudinal channels are also
riveted to the same cross channel through forged knees.
July 8, 191 1.]
ELECTRIC RAILWAY JOURNAL.
87
All this channel framework is connected and squared by
two heavy plates, each of which covers half the length of
the platform and runs the entire width, forming the floor of
the locomotive. The whole forms a simple and substantial
design.
The draft gear is a Climax No. 3 M.C.B. freight coupler
with 5-in. x 5-in. shank fitted with yoke springs and follower
plates. It is carried in an extension of the drawhead cast-
ing, which is riveted to the center sills and end frame, so
that hauling and buffing stresses are transmitted directly to
the principal members of the locomotive frame. An oak
buffer beam cushions buffing shocks.
The center pin is a steel casting riveted to a bolster
formed of upper and lower plates, each % i n - x ! 7H- i n - Of
these the lower plate passes under all three sills and is
riveted to them, while the upper plate passes under the
center sills, and turning sharply upward butts against the
outer sill near the floor plate. Thus there is formed a
truss of great vertical rigidity which assists in transmitting
the weight of the platform to the center pin.
The ballast consists of 2-in. rolled bars lying between the
sills and running the whole length of the platform. They
are notched over the bolster plates and bolted to the sills,
thus strengthening the platform framing instead of serving
merely as dead weight.
The members of the truck side frame are forged bars 4 in.
wide. The journal boxes are steel castings carried between
the top bar and tie bar by pedestal bolts and fitted with
bronze bearings and wedges. Malleable-iron bolster guides
are bolted in between top bar and arch bar with ij^-in.
bolts and a spring plank consisting of a 12-in. steel channel
is riveted to these bolster guides. The bolster itself is a
steel casting of a box girder design approximately 8 in. x
10 in. deep, with the lower center pin formed in the upper
surface of the casting. Cast-iron side bearings are bolted
to the outer ends of the bolster. The weight of the bolster
and center pin load is carried on full elliptic springs built
up of jM$-in. plates 6 in. wide and designed for a normal load
of 12,365 lb. each. The brake rigging is inside hung. A
12-in. x 12-in. brake cylinder is located midway between the
trucks and attached to the center platform sills. The brake
piston is attached to the truck levers through a system of
Apparatus of Woodward Locomotive in Place with Cab
End Removed
floating levers arranged symmetrically on the two sides of
the locomotive.
The central cab contains the apparatus directly manipu-
lated in the control of the locomotive, while the auxiliary
end cabs contain the auxiliary apparatus. The width of
all the cabs is slightly less than the platform width, leaving
a running board about 10 in. wide. The cabs themselves
are built of soft sheet steel plates. Doors and windows are
framed in small angles and channels riveted to the inside of
the cab sheet and serving the double purpose of framing the
doors and windows and of stiffening the cab sheets. The
view of an end cab removed shows the arrangement of the
auxiliary apparatus. At the outer end of the platform are
located the air reservoirs and sand boxes. Next to them
the rheostats are located on one side and a bank of con-
tactors upon the opposite side, the latter supported on a
channel iron framework built up from the floor of the loco-
motive. All wiring in the locomotive is drawn through con-
duits which were built into the locomotive during construc-
Slow-Speed Locomotive for the Woodward Iron Works
tion. The conduits and piping in the main cab are bracketed
against the walls. A false flooring of wood in the main cab
covers all the conduits and pipes which are cleated to the
iron floor beneath. In the center of the main cab there is
a CP-28 air compressor.
The locomotive operates at 220 volts. The motor equip-
ment consists of four GE-57-H motors furnished with gear-
ing giving a ratio of 4.25 to 1. The motors can develop a
tractive effort of 10,000 lb. at the rated one-hour load with a
speed of 6 m.p.h.
A US-106 bow trolley on the cab roof will make contact
with a trolley wire having a variation in height from 15 ft.
to 22 ft. above the rail heads. The fuse box and lightning
arrester are also mounted on the cab roof.
The engineer's operating seats are placed at diagonally
opposite corners of the main cab. A C-74-A controller is
located near the engineer's left hand. Directly in front of
the engineer are located the handles for sander and brake
valves. One brake valve operates the automatic air system
for braking the train, the other the straight air system ap-
plied to the locomotive alone. The air compressor furnishes
air also for dumping the cars and for closing the doors of
the coke ovens. An illuminated duplex air gage is placed at
the right-hand side of the engineer's window. The head-
lights are of the G.E. luminous arc type. A switchboard in
the interior of the main cab contains the switches for the
auxiliary circuits, including one main auxiliary switch, two
switches for headlights, one for cab lights, one for com-
pressor and two switches for control circuits. All these
auxiliary switches are of the MS-46 type.
A 50-lb. bell is mounted on one end and an air-operated
whistle on the other. These are operated through bell and
whistle ropes leading to the engineer's positions. The loco-
motive is fitted with a tool box and other miscellaneous
equipment, such as flags, screw jacks, oil cans, etc. The
general dimensions and main specifications of this locomo-
tive follow :
Length inside of knuckles 26 ft. in.
Length over cab 22 ft. 6 in.
Height over cab 10 ft. 9 in.
Height with trolley down 12 ft. in.
Width over all 8 ft. 6 in.
Total wheel base 18 ft. in.
Rigid wheel base 6 ft. in.
Track gage 4 ft. 8 'A in.
Weight electrical equipment 17,400 lb.
Weight mechanical equipment 52,600 IK
Weight, total 70,000 lb.
Air compressors General Electric CP-28
Compressor capacity 25 cu. ft. per minutt
Control Type "M" single unit
No. steps series parallel 6
No. steps parallel 4
88
ELECTRIC RAILWAY JOURNAL.
[Vol. XXXVIII, No. 2.
ELECTRIC RAILWAY LEGAL DECISIONS
LIABILITY FOR NEGLIGENCE
Georgia. — Landings for Passengers.
Generally the duty which the law imposes upon an ordi-
nary railroad company to provide and maintain a safe place
for landing its passengers is not applicable to a street car
company operating its line along a public street of a city
and not stopping at regular places selected by it, or provid-
ing places for passengers to get on and off its cars, but
stopping such cars at street crossings or various interme-
diate places upon signal from a passenger.
Under such circumstances it is the duty of the company
and its agents or employees representing it to use due dil-
igence to select a reasonably safe place for landing its pas-
sengers, and to make such selection with reference to get-
ting off the car while it is at rest. (Turner v. City Electric
Ry. Co., 68 S. E. Rep., 735.)
Massachusetts. — Controller Explosion — Res Ipsa Loquitur.
That an explosion occurs in the controller box of a street
car which up to the time of the explosion was running
smoothly is not, under the doctrine of res ipsa loquitur, a
showing of gross negligence on the part of the operatives
of the car. (Martin v. Boston & N. St. R. Co., 91 N. E.
Rep., 159.)
Massachusetts. — Rights of Travelers on Street — Collision.
That a passenger of an elevated railroad was injured by
falling over parcels negligently left in the doorway of the
car by another passenger does not render the carrier liable
for the injury, in the absence of a showing that defendant
had notice of the obstruction, or that it had existed for
such a length of time that defendant should have known
thereof. (Lyons v. Boston Elevated Ry. Co., 90 N. E. Rep.,
419-)
Massachusetts. — Injuries to Person on Track — Excessive
Speed.
A street railroad is liable for injuries resulting from a
collision with a motorcycle at a crossing of a city street,
where the car approached at the rate of 40 mlies an hour
and, if it had approached at a reasonable speed, plaintiff
could have seen it in time to have crossed in safety. (Rob-
bins v. Dartmouth & W. St. Ry. Co., 89 N. E. Rep., 1039.)
Massachusetts. — Injuries to Passengers — Contributory Neg-
ligence.
Where a passenger while boarding a street car was in-
jured by placing his hand on the door as it was opening, the
fact that in feeling for the handle plaintiff may have acci-
dentally put his hand on the door before it was entirely
open would not constitute contributory negligence if he was
in the exercise of due care and the injury which he received
was due either to the negligent manner in which the door
was operated or to a defect in the construction of the car.
(Carter v. Boston & N. St. Ry. Co., 91 N. E. Rep.. 143.)
Massachusetts. — Injuries to Passengers — Negligence.
In an action for injuries to a passenger falling into the
space between the car and the platform while attempting to
board a car at a subway station, it appeared that the clear-
ance of 3 in. between the cars and the platform was the
minimum clearance necessary. The distance between the
center of the end door of the second car and a five-car train
was normally 8 in. and might vary 2 in. more or less, owing
to the swing of the car. The passenger attempted to board
the second car through the end door, and fell into the space
between the car and the platform, estimated at g z / 2 in. Held
as a matter of law not to show the carrier's negligence in
failing to use a movable platform or other appliance, so as
to lessen the space between the platform and the car.
That an elevated railway took steps to prevent a repeti-
tion of an accident occasioned by a passenger falling into
the space between the car and the platform while attempt-
ing to board the car was not evidence of prior negligence.
(Anshen v. Boston Elevated Ry. Co., 91 N. E. Rep., 157.)
Michigan. — Master and Servant (Sec. 185*) — Negligence of
Fellow Servants.
Plaintiff, a street car conductor, was injured while on the
running board by his foot coming in contact with a loaded
wheelbarrow negligently left too near the track by one of
the company's sectionmen for such a short time that it did
not have actual or constructive notice of the obstruction.
Held, that a master is not liable for injuries caused by a
transitory act of a co-servant in using a safe appliance neg-
ligently, so that the company was not liable for plaintiff's
injuries, the car and roadbed being a safe place of work in
absence of the servant's negligence. (Wickham v. Detroit
United Ry., 125 N. W. Rep., 22.)
Michigan. — Personal Injuries — Excessive Damages.
A female passenger on a street car was injured in a colli-
sion. She testified that she was struck on her forehead and
become unconscious, and that she was injured on her nose,
arm, chest, mouth and ankle, and that since the accident
she had always been sick and dizzy, while before the acci-
dent she had been in perfect health, doing her own work
and earning wages besides. A physician who had treated
her up to thirty days of the trial, occurring about twenty
months after the accident, testified that she had recovered
as far as could be seen. Held, that a verdict for $2,000 was
not excessive. (Plozke v. Detroit United Ry., 127 N. W.
Rep., 700.)
Missouri. — Injuries — Negligence — Failure to Stop Car.
That a four-year-old child after leaving the curb merely
hesitated for a brief time in the street from childish inde-
cision before advancing on to the track did not give the
motorman the right to proceed under the idea that the child
did not intend to go on to the track. (Simon et al. v. Metro-
politan St. Ry. Co., 132 S. W. Rep., 250.)
Missouri. — Damages.
Plaintiff, who was injured by being thrown from defend-
ant's street car, was forty-four years old, in good health, and
earned $35 to $40 a month for eight months in the year as
a school teacher. Her injuries were permanent, and it was
probable that she would never be able to earn anything in
the future, and she had suffered great pain from her in-
juries. Held, that a verdict for $5,000 was not excessive.
(Torreyson v. United Rys. Co. of St. Louis, 129 S. W. Rep.,
409.)
Missouri. — Injuries to Travelers — Negligence — Contributory
Negligence — Prima Facie Case.
Where plaintiff before driving on a street car track at
night looked to see whether there was a car coming, and
his companion thereafter kept a constant lookout for cars
while plaintiff was driving on the track, where he was struck
and injured by a car approaching without a headlight, in
violation of an ordinance, such facts established a prima
facie case of defendant's negligence and plaintiff's freedom
from contributory negligence. (Maness v. Jopin & P. Ry.
Co., 130 S. W. Rep., 87.)
Missouri. — Injuries to Passengers — Care as to Enfeebled
Person.
Where an old lady in an enfeebled condition boarded a
street car, the conductor who had watched her was negli-
gent in giving a signal to start the car before she had had
a reasonable time in which to take a seat, rendering the
railroad liable for injuries sustained to her by being thrown
against the side of a seat by the starting of the car. (Brady
v. Springfield Traction Co., 124 S. W. Rep., 1071.)
Missouri. — Carriage of Passengers — Street Railways — Care
Required — Contributory Negligence.
It is the duty of a street railway company to exercise that
high degree of care for the safety of passengers that a very
careful person would use under like circumstances.
In an action for injuries to a street car passenger struck
by a cross-beam near the track on a curve, evidence that
one track at that place was higher than the other, causing
a car passing the beam, in rapid motion, to lurch, throwing
the car near to the beam, was admissible on the question of
the company's negligence.
In an action by a street car passenger for injuries from
being struck by a beam near a track, evidence tending to
show that he was riding with a portion of his arm pro-
truding through the car window is sufficient to take the case
to the jury on the question of contributory negligence.
Such an act of the passenger would not be negligence per
se, preventing a recovery. (Gardner v. Metropolitan St.
Ry. Co., 122 S. W. Rep., 1068-9.)
Nebraska. — Care Required at Street Intersection.
The employees in charge of the operation of a street car
are held to great caution when crossing a street intersection
at a point where a car upon the opposite track is, or has
July 8, 191 1.]
ELECTRIC RAILWAY JOURNAL.
89
been very recently, discharging passengers. The motorman
should keep a sharp lookout, give ample and timely warning
of the approach of the car, and have it under such control
that it can be readily stopped if necessary. (Stewart v.
Omaha & C. B. St. Ry. Co., 129 N. W. Rep., 440.)
New Jersey. — Injury to Pedestrian — Contributory Negli-
gence.
Plaintiff left the sidewalk to cross a public street. When
between the sidewalk and a street car track he looked and
saw a car about 50 ft. away, approaching rapidly the point
at which he intended to cross the tracks. Without paying
any further attention to the car he walked in front of it
and was struck by it. Held, that he was guilty of con-
tributory negligence. (Kraut v. Public Service Ry. Co., 75
At. Rep., 165.)
New York. — Injuries to Passengers — Contributory Negli-
gence.
Where the speed of a street car. running at 10 or 12
m.p.h. as it struck a curve in the track, did not endanger
the safety of passengers remaining in the seats provided
for them, the act of a passenger in getting on the running
board, when the car maintained that speed before and
as it struck the curve, the existence of which he knew, was
negligence as a matter of law, precluding a recovery for
his injuries by being thrown from the car. (Maercker v.
Brooklyn Heights R. Co., 122 N. Y. Sup., 87.)
New York. — Injuries — Contributory Negligence — Failure to
Stop and Look.
Where a pedestrian's vision of street cars is obscured by
darkness, obstructions, etc., he, as well as the motorman,
must exercise increased vigilance in looking out for a
street car in crossing the track and may even be required
to make repeated efforts to determine whether a car is near
before crossing the track.
Plaintiff, in attempting to cross the double tracks of a
street railway where they ran under the pillars of an elevated
railway and while 20 ft. from the point at which he was
struck, saw a car approaching some 125 ft. away, but did
not try to determine its probable speed or again look at it,
relying upon it giving him time to cross safely. Held, that
plaintiff was negligent in crossing without attempting to
obtain further information upon which to base his judg-
ment that he could cross safely. (Wecker v. Brooklyn,
Q. C. & S. R. Co., 120 N. Y. Sup., 1020.)
New York. — Operation of Cars — Right-of-Way — Collisions
— Negligence — Proximate Cause.
The right of a street car, while operated in a block and
not at street intersections, is paramount, and the motor-
man may expect that a driver on the street in the block
will not drive in front of an approaching car though he is
headed in that direction, and the mere fact that his team
is so headed does not call for the sounding of gongs and
the giving of warnings until it is apparent that the driver is
intent on going on the track or that he is obstructing the
paramount rights of a car, since the motorman need only
exercise reasonable care.
A wagon of plaintiff was drawn up near the curb. The
wagon of a third person was similarly drawn up and the
driver thereof drove on the street car track in front of
an approaching car and was struck by it so that his wagon
was forced against the wagon of plaintiff, damaging it.
There was nothing to apprise the motorman of any danger
until the car was within 15 ft. of the point of collision and
the car was not operated at a reckless speed. There was no
evidence that the car could have stopped in time to have
avoided the accident, though the danger of collision was
apparent when the car was 50 ft. away. No gong was
sounded. Held, that the proximate cause of the accident
was the act of the third person, making him alone liable for
the damages sustained by plaintiff. (Stern v. Brooklyn
Heights R. Co. et al., 124 N. Y. Sup., 1043.)
Pennsylvania. — Injury to Pedestrian — Automobiles.
A passenger alighting from a street car is not free from
contributory negligence where, without looking, he steps
from the car and then, suddenly seeing an automobile ap-
proaching, stops and is struck by it. (Kauffman v. Nelson,
73 At. Rep., 1105.)
Washington. — Injuries to Pedestrians — Contributory Negli-
gence.
Plaintiff, a Scandinavian of a low degree of intelligence,
attempted to cross a street in the middle of a block and,
after waiting for a car to pass her, stepped in front of a car
moving on the further track in the opposite direction and
was struck and injured. She had lived in the vicinity of the
accident for several months and was familiar with the tracks
and the running of cars thereon. She had also seen the car
by which she was injured approaching and had noticed
that it was moving rapidly. Held that if plaintiff was a per-
son of ordinary understanding and intelligence she would
have been guilty of contributory negligence as a matter of
law precluding her recovery. (Hovden v. Seattle Electric
Co., 180 Fed. Rep., 487.)
Wisconsin. — Construction of Cars — Plans — Statutes — Mas-
ter and Servant — Competency — Negligence — Damages.
The passage of Laws 1907, Ch. 390, providing for the use
of fenders on street cars to go into effect at a future date
makes manifest at once the legislative intent of the neces-
sity for such a safety device.
Where, in an action against a street railway company for
the death of a person struck by a car, the competency of the
motorman was in issue, evidence of his competency when
he first began work was admissible as bearing on his com-
petency at the time of the accident, in view of his limited
experience before that time.
Under St. 1898, Sec. 1862, providing that street railways
must be constructed on the most approved plan, and under
the franchise of a street railway company requiring it to use
all reasonable care to prevent injury to persons and prop-
erty, the testimony of an expert as to the proper equipment
of street cars and that the most approved plan of construc-
tion requires a fender to pick up objects in front of the
car, is competent as against the company. (Fisher v. Wau-
paca Electric Light & Ry. Co., 124 N. W. Rep., 1005-6.)
MISCELLANEOUS
Montana. — Master's Liability for Acts of Servant.
Where an employee is made a special officer, the em-
ployer is liable for his acts during the course of his duty,
even though they are done in excess of his authority.
(Rand v. Butte Electric Ry. Co. et al, 107 Pac. Rep., 87.)
New York. — Costs — Assault on Passenger.
Where plaintiff obtains a verdict of $25, and enters judg-
ment thereon, for an assault in ejecting him from defend-
ant's street car, costs held properly taxed by the clerk at
$25, under Code Civ. Proa, Sec. 3228, Subd. 3. (Lynch v.
Syracuse Rapid Transit Ry. Co., 124 N. Y. Sup., 169.)
New York. — Master and Servant — Injuries— Contributory
Negligence.
In an action by a motorman for personal injuries in a
collision, plaintiff held guilty of contributory negligence
for not fixing a curtain on the door so as to exclude the
light from the vestibule, or for not opening the vestibule
window to enable him to see ahead better, or for not run-
ning the car slowly enough to enable him to avoid col-
lision. (Forton v. Crosstown St. Ry. Co. of Buffalo, 121
N. Y. Sup., 749.)
Washington. — Master's Liability for Injuries to Servant —
Assumption of Risk.
_ A party working on a tower erected on a flat car in put-
ting up trolley wire, who was familiar with the work and
knew all the dangers incident thereto, that the trolley wire
often slipped and was liable to do so any time, and that he
would be injured by grasping a live wire, cannot recover for
injury due to the trolley wire slipping and causing him to
lose his balance so that he involuntarily grasped a live wire,
since he assumed the risk of such injury. (Shore v. Spo-
kane & I. E. R. Co., 106 Pac. Rep., 753.)
Washington.— Master and Servant— Injury to Servant— Safe
Place to Work — Delegation of Duty.
Where the foreman of a crew of linemen when he saw the
approach of a work train ordered his men to push a tower
car across a bridge, it was his duty to protect them and not
to permit them to go any further than they could with
safety from the approaching train, and his negligence in not
performing such duty was the negligence of the company.
(Hillis et al. v. Spokane & I. E. R. Co., no Pac. Rep. 625.)
go ELECTRIC RAILWAY JOURNAL. [Vol. XXXVIII, No. 2.
News of Electric Railways
Changes in the Personnel of the Spokane & Inland Empire
Railway
Carl Raymond Gray has been elected president of the
Spokane & Inland Empire Railway, Spokane, Wash., to
succeed Jay P. Graves, and C. A. Coolidge has been elected
first vice-president and general manager of the company
to succeed A. L. White and C. M. Graves, respectively.
Waldo G. Paine, who has been second vice-president and
traffic manager of the company, continues in those capaci-
ties. F. V. Brown, counsel for the Great Northern Railroad,
and George T. Reid, counsel for the Northern Pacific Rail-
road, Carl Raymond Gray and C. A. Coolidge have been
elected directors of the company to succeed Jay P. Graves,
A. L. White, W. G. Paine and Clyde M. Graves. W. G.
Graves, Fred B. Grinnell and Aaron Kuhn remain as direc-
tors of the Spokane & Inland Empire Railroad. Mr. Gray,
the new president, issued the following statement on June
24, 191 1, in regard to the changes in the personnel of the
company:
"Jay P. Graves, since disposing of a controlling interest
about eighteen months ago, has, by request, retained direc-
tion of the company's affairs, with the understanding that at
some future date he would be relieved of the responsibility.
His action in this respect has been greatly appreciated by
the owners, and they are glad indeed to know that they will
have his friendship and support.
"These changes in management do not mean, and should
not be construed to mean, any material change in the
policies of the Spokane & Inland Empire System, and this is
true with particular emphasis in so far as its relation to
Spokane is concerned. This is peculiarly and distinctly a
Spokane railroad, a home institution, and the constant aim
of the new management will be to retain and deserve the
friendship and good will of the Spokane business men and
the Spokane public.
"The only change beyond my own introduction into the
question will be that C. A. Coolidge, who has been the
efficient and successful manager of the Oregon Electric Rail-
way, will in addition to his present duties assume charge of
the operating department.
"Both Mr. Coolidge and I will maintain our Spokane &
Inland Empire offices here and will spend a very consider-
able portion of our time in Spokane studying the property,
its service and possibilities.
"No department of the road will be moved away from
Spokane. Its business' will continue to be handled and all
of its departments will remain in its present general office
building in Spokane."
Conference Suggested on Transit Matters in Pittsburgh
Mayor Magee of Pittsburgh, Pa., presented a long
message to the Council of that city on June 27, 1911, in
which he referred to various civic questions and suggested
that the officers of the Pittsburgh Railways should be in-
vited to confer with the city officials in regard to transit
improvements, saying that "the future growth and develop-
ment of the city are dependent more upon a wise solution
of this subject than any other one factor." He referred to
the reports on traffic conditions in Pittsburgh which were
made by Emil Swensson and Bion J. Arnold and to the
appeal by the city to the State Railroad Commission, and
suggested that if the conferees failed to reach a mutually
satisfactory conclusion "in regard to the rights and duties
of the parties to the conference" the members of the Rail-
road Commission should be invited to act as umpires. The
Mayor also referred to the employment of D. T. Watson
by him as advisory counsel, and said that if the effort to
settle the matter by conferences failed Mr. Watson had
evolved a theory of legal action to be followed by the city
which would bring the subject before the courts for settle-
ment. In referring to the claims of the city he said:
"The city, on behalf of itself and the patrons of the road,
claims:
"First — The implication exists in all the grants made to
the underlying companies of the Pittsburgh Railways that
they or their operating company are charged with the duty
of rendering to the public adequate service, regardless of
their financial condition.
"Second — That the expressed conditions contained in the
old charters and ordinances are still in effect and enforce-
able.
"Third — That the duties imposed in the general regulating
ordinance of 1890 in regard to street repair and street
cleaning are enforceable.
"Fourth — That the capitalization of the railway system,
based on the various leases and mergers, is fraudulent."
In concluding his message the Mayor said:
"This is by far the largest, the most complicated and the
most difficult problem before your honorable body for solu-
tion. It seems to me to be almost beyond the comprehen-
sion of a single mind in all its phases and, without intending
to anticipate the result of your deliberations, altogether
beyond the capacity of the Pittsburgh Railways to contend
with. Improvements necessitating the investment of many
millions of dollars and capital investment that will require
the additional payment of many hundreds of thousands of
dollars of fixed charges to a corporation which last year
failed to meet its present fixed charges by $1,300,000 seem
to be almost a hopeless case."
The Mayor's message was referred to the committee on
public service and surveys.
At the same meeting of the Council at which the Mayor
presented his. message the Rapid Transit Subway Company
applied for the right to construct a downtown loop sub-
way, a subway in the East End District and a branch sub-
way to Schenley Park. The names of those interested in
the company were not given. This measure was referred
to committee. There is now pending before the Council
an application from the Pittsburgh Subway Company for
the right to construct subway lines in the city.
Transit Affairs in New York
The Board of Estimate on June 29, 1911, received a re-
port of the committee of the Board of Estimate and the
Public Service Commission which is designed to bring
about an immediate solution of the subway problem.
This report recommends the acceptance of the modi-
fications proposed by the Brooklyn Rapid Transit Com-
pany as a condition of its taking the lines partitioned
to it in the compromise plan and presents an agreement by
the Brooklyn Rapid Transit Company that it will operate
the entire extended subway system on the same terms if
the city requires it. The Board of Estimate has the verbal
assurance of Timothy S. Williams, president of the Brook-
lyn Rapid Transit Company, which will be confirmed in
writing, that his directors and his bankers will abide by his
agreement. As to the Interborough Rapid Transit Com-
pany, the supplemental report of the city's committee
provides that the company be notified that the general
modifications granted to the Brooklyn Rapid Transit Com-
pany shall be made applicable to it in case it accepts the
city's offer, and also grants more liberal terms to the
Interborough Rapid Transit Company in two particulars:
First — That if the Interborough Rapid Transit Company
accept the elevated third-track franchises and the subway
lines both, under an arrangement, in the case of the elevated
lines, providing that the increased net profits over present
earnings be divided equally with the city, any deficit below
the amount of present net earnings on the elevated which
might be realizzed after third-tracking shall be made cumu-
lative, to be made up out of the future increased profits
before the division with the city begins.
Second — That in the leveling of the present leases to 49-
year terms the city forego the right to claim an adjustment
of the rental at the end of the original terms of each lease,
namely, 50 years from the beginning of operation on the
Manhattan and Bronx division of the subway and 35 years
from the beginning of operation on the Brooklyn extension.
July 8, 191 1.]
ELECTRIC RAILWAY JOURNAL.
9i
No agreement was reached as to the time the compa.ny
would have to make known its wishes under the amended
terms.
The Public Service Commission has sent to the Board of
Estimate a set of resolutions laying out a new rapid transit
railroad under the East River from the Battery to Atla-ntic
Avenue, Brooklyn, which will, under the subway plan
adopted by the Board of Estimate recently, serve as the
connecting link between the Brooklyn Rapid Transit Com-
pany's Broadway line in Manhattan and the Fourth Avenue
subway in Brooklyn. The proposed route will be 1.9 miles
in length a.nd its cost, the larger part of which is repre-
sented by the construction of the new tunnel under the
river, will be $8,200,000. The subway will have two tracks
under the East River and four tracks through Atlantic
Avenue.
Toronto Municipal Railway
The Ontario Municipal & Railway Board has approved of
the city of Toronto's plans for proposed municipal car lines
in the suburbs, which were referred to m the Electric Rail-
way Journal of May 13, 191 1, page 849, in a report from the
city engineer showing the estimated cost of the St. Clair
and Greenwood Avenue lines. In making the order ap-
proving the plans the board gave the following reasons:
"From the estimates submitted it looks as if the new
lines might pay, but it is not necessary for the board at
this stage to determine this question. We do know that
there are a large number of people in the territory recently
annexed to the city that require street cars, and should
have them. The city is receiving a large sum of money
each year from the Toronto Railway as the city's share of
the gross receipts.
"It is only fair that the ratepayers who have street cars
and who profit by the revenue, should spend some of that
revenue in providing services for their less happily circum-
stanced citizens.
"We think we should facilitate the city in doing justice
to the annexed districts by providing them with street car
transit."
Some years ago the city made an attempt to compel the
Toronto Railway to extend its lines into the annexed dis-
tricts, and increase the present system within the older
limits, but the case was defended by the company through
the courts to the Imperial Privy Council at England, which
court decided that the city had no power, under the agree-
ment with the company, to compel it to build any exten-
sions.
Governor Foss of Massachusetts Urges Utility Legislation
C. H. Scovell, who was retained by Governor Eugene N.
Foss, of Massachusetts, to report to him in regard to the
regulation of public service corporations in Massachusetts,
says in part in his report:
"Regulation of public service commissions in Massachu-
setts not only lacks uniformity, but in many instances there
is equally conspicuous lack of efficiency. Theory of regu-
lation has been to restrict operations of companies by strin-
gent laws, especially in respect to capitalization, rather than
provide a rational system of regulation through a commis-
sion vested with large discretionary powers, such as in Wis-
consin and New York.
"It appears to be the expressed policy of the Massachu-
setts Railroad Commission to act rather as 'an advisory tha.n
an executive board — one constituting in a general way a link
between the community and the corporations, depending
for its influence chiefly on the right to look into everything,
and to make recommendations appealing to the reason and
interests of the corporations.'
"In the near future Massachusetts must adopt a broader
policy, particularly with respect to oversight of operations
and policies of private management which are concerned
with adequacy and efficiency of facilities and thus la.rgely
determine growth and prosperity of the Commonwealth.
"While there would be a substantial saving to the State
from organization of one comprehensive commission rather
than from development or expansion of present organiza-
tions, the greatest gain would be in the resulting uniformity
of State policy in regulation of public service corporations."
In transmitting the report by Mr. Scovell to the Legisla-
ture Governor Foss said in part:
"Our present State regulation of public utilities does not
safeguard the public; the policy is narrow and short-sighted
in regard to such control, and a remedy may be found either
in giving each commission broader power and making each
live up to it, or by combining all these commissions in a
single public service commission with powers to cover the
whole field.
"Such joint commission may consist either of experts or
men of general training. In the latter case expert assist-
ance can be retained as needed. This latter method is fol-
lowed in New York. Our present commissions are a com-
promise between these two methods and appear inade-
quate.
"Proper supervision of public service corporations by the
State, to insure satisfactory service, has now become a
necessity we should demand. Future growth and welfare
oi the commonwealth require it.
'We have fourteen commissioners supervising public
utilities named, drawing aggregate pay of $59,500, and all
having large and costly organizations under them. In New
York this work is done under a single commission of five
for the metropolitan district and a similar commission for
the rest of the State. They draw larger pay than our com-
missions, but give their whole time and are undoubtedly the
best men for their work. By combining commissions into a
single board we could economize on clerical costs, as much
of this work is of the same character in all present com-
missions.
"The greatest gain would come from resulting increase
in uniformity of control over public service corporations.
With such a board, properly constituted and empowered,
we would get better service from the corporation, far better
value for public expense incurred and a better chance of
properly developing the trade, commerce and transporta-
tion of our State."
Public Utility Legislation in New York
The Public Service Commission of the First District
of the State of New York, in answer to the request of the
State Senate, has expressed its views on what legislation
it considers necessary. It has declared that the Public
Service Commissions law should be amended so as to pro-
hibit the right of review by certiorari of the commissions'
decrees regarding rates and services of public service cor-
porations, and also that the stock corporation law should
be altered so as to place under the approval of the com-
mission the securities to be issued by reorganized com-
panies.
The first recommendation springs from a consideration
of the status of the transfer question. The commission re-
views the history of transfers in New York from the time
the Metropolitan Street Railway system went into the
hands of receivers. Both the Appellate Division and the
Court of Appeals have decided that the order for the estab-
lishment of transfers between the Metropolitan Street
Railway and the Central Park, North & Ea-st River Rail-
road was reviewable by certiorari, and the Legislature has
also made the question more difficult. Before 1910 the
courts had held that the companies were entitled to a
reasonable return only on the present va.lue of the prop-
erty in use, but in that year the Legislature provided that
there must be consideration as well of the earning of a
reasonable return on capital actually expended.
The commission already, it points out, has carefully ap-
praised the value of the property of the street railways,
and it considers that it will be much more difficult to make
any order for the reduction of a rate. However, it hopes
that the workings of the 8-cent and 10-cent transfers be-
tween the Central Park, North & East River Ra-ilroad and
the Metropolitan Street Railway will throw valuable light
on the situation.
Referring to the decision of the Appellate Division re-
viewing the commission's refusal to approve the reorgan-
ization plan of the Third Avenue Railroad bondholders'
committee, the commission points out that the bondholders
wished to issue securities until the total of the road's ob-
92
ELECTRIC RAILWAY JOURNAL.
[Vol. XXXVIII, No. 2.
ligations reached $70,000,000, while its own appraisal of the
property to be represented by these securities was
only $40,000,000. It rema-rks: "The court apparently holds
that the commission must approve of the plan of reorgan-
ization, if the necessary statutory steps have been taken,
and is without power to limit the amount of securities to
the value of the property."
In suggesting that the Legislature should exempt its
power to make a rate from review by certiorari, the com-
mission points out that the federal courts do not exercise
any such rights over the acts of the Interstate Commerce
Commission. Moreover, it asks whether the securities
of a new company arising from a reorganization should not
be submitted to the same supervision as the securities of a-n
entirely new concern, which has not yet gone into the
hands of a receiver.
The Toledo Valuation. — The appointment of Judge John
M. Killits as a'bitrator in the traction valuation at Toledo
was discussed by the directors of the Toledo Railway &
Light Company at their regular monthly meeting on June
29, 191 1, but their decision had not been announced on July
1, 191 1. Albion E. Lang, president of the company, sia.terj
that he was preparing the reply, but that he would have
nothing to say until his letter was received by the City
Council.
Fostoria-Fremont Railway. — Service has been begun on
the new connecting link between Cleveland and Western
Ohio known as the Fostoria & Fremont Railway. This
line, of which F. D. Carpenter, Lima, Ohio, is president,
is 21 miles long and connects the Western Ohio Railway
at Fostoria with the Lake Shore Electric Railway at Fre-
mont. At present, pending the completion of ballasting,
only local cars are being operated, but on July 15, 191 1, a
two-hour local schedule will be supplemented with a high-
speed through schedule from Lima to Cleveland, the lim-
ited cars making the run in five hours. The -new roa-d has
been built according to the latest standard designs for d.c.
operation. It is all on private right of way except through
villages, and the track is laid with 70-lb. rails. The over-
head work is supported by chestnut poles. The transmis-
sion system consists of a three-pha.se No. 4 copper wire
33, ooo-volt circuit; No. 000 grooved trolley and a 600.000-
circ. mil copper trolley feeder. One substation containing
two 300-kw Westinghouse rotaries has been built and is in
operation. The track is being ballasted with crushed rock
placed 1500 yards to the mile.
Report of Civic Committee on Electrification at St. Louis.
— The Civic League of St. Louis, Mo., is distributing copies
of the report of the committee on terminal-railroad electri-
fication of that body, of which Prof. A. S. Langsdorf has
been a.cting chairman. The committee was appointed in
1909 to consider the problem of the electrification of the
St. Louis terminal system, la.rgely on account of the smoke
nuisance. The committee was not vested with legal power
and relied on such general information as it was possible
to secure from officers of the Terminal Railroad Associa-
tion of St. Louis. On this account it has limited the esti-
mate of cost to the electrical installation alone. The esti-
mated cost of electrical equipment follows: Power house.
40,000 kw at $125, $5,000,000; locomotives, 150 at $45,000,
$6,750,000; signals, 262 miles at $5,000, $1,310,000; transmis-
sion and distribution, $1,400,000; direct current, 262 miles
at $5,000, $1,310,000: alternating current, 20 miles at $4,500,
$900,000: substations, $1,100,000; contingencies, 10 per cent,
$1,556,000; a total of $17,116,000. Total average cost per
mile (262 miles), $65,300. The committee having accom-
plished its task, has been discontinued by the executive
board.
LEGISLATION AFFECTING ELECTRIC RAILWAYS
CONNECTICUT
The minority utilities bill passed the House on June 27,
191 1, with the amendments that were made to it in the
Senate, where it originated, and is before the Governor for
signature. The bill provides that within fifteen days after
its passage the Governor shall nominate and the General
Assembly appoint three commissioners to serve for two,
four and six years respectively. Each of the commissioners
is to receive $5,000 a year and necessary expenses. The
railroad commission is abolished. Appeal from a decision
of the new commission may be made to the Supreme Court.
MASSACHUSETTS
The electrification bill before the present session has
been postponed to the next General Court. The pending
bill contained a provision placing the responsibility of nam-
ing dates and particulars of electrification upon the Rail-
road Commission, and a majority of the board has de-
clared itself in favor of compulsory electrification. A bill
has been prepared by Representative Washburn, House
chairman of the committee on railroads, providing for the
enlargement of the powers of the Railroad Commission.
Under the terms of the act the board will have mandatory
powers regarding rates and service. The commission is
given power, either upon its own motion or upon com-
plaint, to fix rates, determine facilities and examine into
financial conditions. The bill has the approval of Chair-
ma.n Hall, of the board.
Governor Foss has signed the bill giving a certificate of
public concurrence and necessity to the Boston & Eastern
Electric Railroad, which has for about five years been seek-
ing the right to build a high-speed interurban railroad be-
tween Boston, Lynn, Salem, Beverly and Danvers, at an
estimated cost of $11,000,000. The act as passed gives the
company a certificate in spite of a recent adverse decision
of a majority of the Railroad Commission, and is an un-
precedented piece of legislation. The company announces
that it expects to cut in half the running time from North
Shore points to the heart of Boston. A feature of its plans
is the construction of a tunnel under Boston Harbor to a
terminal at Post Office Square. Bonds to the amount of
$50,000 are to be filed with the State, and the tunnel, which
was authorized by the Legislature of 1910, is specified to be
turned over free to the city of Boston at the end of forty
years. Bills were introduced into the Senate on June 27
which provide for the construction of subways in Boston
from Park Street to Dorchester, under Boylston Street and
in the West End, by the city; for the extension of the exist-
ing subway leases for twenty-five years from July 1, 191 1,
and for the consolidation of the West End Railway and
Boston Elevated Railway.
NEW YORK
Governor Dix of New York has signed a bill giving the
Public Service Commissions power to fix a.nd regulate
commutation rates on railroads. The measure amends a
section of the public service law by making it conform with
those sections relating to the power of the commission for
the Second District over telephone and telegraph corpora-
tions. In approving the measure the Governor said: "In
fixing the standard upon which the commission shall deter-
mine the just and reasonable rates, fares and charges for
certain classes of railroad transportation, this bill provides
that the commission shall do so with due regard, among
other things, to a reasonable average return upon the value
of the property actually used in the public service." After a
protra.cted debate, led in behalf of the opposition by Sen-
ator Hinman, the Senate adopted the Pollock resolution
calling upon the Public Service Commission of the First
District of New York to explain why it has not put into
effect legislation making compulsory the issuing of trans-
fers between the various surface car lines in New York.
The Assembly on June 27, 191 1, passed the bill of Senator
O'Brien providing for a 5-cent fare between Railroad
Avenue and Flatbush Avenue, Brooklyn, on the Long
Island Railroad. This is almost exactly similar to the
O'Brien bill which Governor Dix vetoed a month ago, ex-
cepting that it provides for a smaller' fine against the com-
pany for infractions. The Governor has instructed Public
Service Commissioner Cram to urge the Public Service
Commission to action on the merits of the ca.se, and the
Public Service Commission has called a hearing for July
6, 191 1. On June 29, 1911, the Assembly passed the bill
introduced by Assemblyman Goldberg to require the im-
mediate restoration of free transfers between all surface
street railways running north and south and those running
east and west in the Boroughs of Manhattan and the
Bronx.
July 8. 191 1.]
ELECTRIC RAILWAY JOURNAL.
93
Financial and Corporate
New York Stock and Money Markets
ANNUAL REPORTS
July 3, 191 1 ■
Business has been rather dull in Wall Street 111 the past
week, and the market has been irregular and weak. Trading
to-day was light, influenced by the holiday. A fractional
decline took place at the opening. The bond market con-
tinues active, characterized by return of interest in the
long-term issues. inquiry for call and time money was
light to-day, with only mild demand for large loans. Quo-
tations July 3 were: Call, 2%@2y 2 per cent; ninety days,
2i A P er cent.
Other Markets
All of the exchanges have been quiet by reason of the
holidays. Dulness prevailed in Philadelphia, and trading
to-day was the highest for some time.
In Chicago there was a fair amount of trading at the close
of the past week, with gains made in most of the elevated
issues.
Nothing of great importance took place in the Boston
market to-day and business dragged throughout the session.
Price changes of the week were few and chiefly of a frac-
tional nature.
Most of the trading in Baltimore in the latter part of
•the week was in the bond market. Uniteu Railways issues
were in good demand.
Quotations of traction and manufacturing securities as
compared with last week follow:
June 27. July 1.
American Light & Traction Company (common) a295 295
American Light & Traction Company (preferred) • • ■ .al08 108
American Railways Company a44 a43J4
Aurora, Elgin & Chicago Railroad (common) 4054 *40-]4
Aurora, Elgin & Chicago Railroad (preferred) a8554 *8554
Boston Elevated Railway al28J4 al29
Boston Suburban Electric Companies (common) al4J.-2 al5
Boston Suburban Electric Companies (preferred) . . . a/5 a75
Boston & Worcester Electric Companies (common) .... al2 12
Boston & Worcester Electric Companies (preferred).. a57 a59
Brooklyn Rapid Transit Company 815^ 81
Brooklyn Rapid Transit Company, 1st ref. conv. 4s. . 86 865-g
Capital Traction Company. Washington 1273 s *127fs
Chicago City Railway al95 al90
Chicago & Oak Park Elevated Railroad (common) .... 2 3
Chicago & Oak Park Elevated Railroad (preferred).. 6 5
Chicago Railways, ptcptg., ctf. 1 a85 85
Chicago Railways, ptcptg., ctf. 2 a24 24
Chicago Railways, ptcptg., ctf. 3 a.9 l / 2 9 l / 2
Chicago Railways ptcptg aSy 2 Sy 2
Cincinnati Street Railway 130J^ *130%
Cleveland Railway ' a96 *96
Columbus Railway (common) *96 *96
Columbus Railway (preferred) *10) *101
Consolidated Traction of New Jersey a76 76
Consolidated Traction of N. J., 5 per cent bonds .. al05 l / 2 105!4
Dayton Street Railway (common) a30 a30
Dayton Street Railway (preferred) al0;i alOO
Detroit United Railway a74 74
General Electric Company 162 54 160
Georgia Railway & Electric Company (common) al55 al53
Georgia Railway & Electric Company (preferred).... a93 a93 T /2
Interborough Metropolitan Company (common) 18 17y 2
Interborough Metropolitan Company (preferred) 50 a50
Interborough Metropolitan Company (4^s) 78y 2 78%
Kansas City Railway & Light Company (common).... al9 19
Kansas City Railway & Light Company (preferred) . . a44 44
Manhattan Railway al37^
Massachusetts Electric Companies (common) a2254 a23
Massachusetts Electric Companies (preferred) a91J4 *9iy 2
Metropolitan West Side, Chicago (common) a26 z26y 2
Metropolitan West Side, Chicago (preferred) a7454 a75
Metropolitan Street Railway, New York 15 15
Milwaukee Electric Railway & Light (preferred).... 110 110
North American Company 741^ 73 34
Northern Ohio Light & Traction Company 48 *48
Northwestern Elevated Railroad (common) a28yi a29
Northwestern Elevated Railroad (preferred) a69 a69
Philadelphia Company, Pittsburgh (common) a56 a56
Philadelphia Company, Pittsburgh (preferred) a437s a43J4
Philadelphia Rapid Transit Company al9Ms al9^
Philadelphia Traction Company a86 l / 2 a86'/2
Public Service Corporation. 5% col. notes (1913) 101 101
Public Service Corporation, ctfs al07'/2 107^
Seattle Electric Company (common) all2 allO
Seattle Electric Company (preferred) a\02 1 / 2 2.W2 l A
South Side Elevated Railroad (Chicago) a80 a79
Third Avenue Railroad, New York lOVi .10^
Toledo Railways & Light Company 8 8
Twin City Rapid Transit, Minneapolis (common) ... .al08!^ * 108*4
Union Traction Company, Philadelphia 3.4914 a49J4
United Rys. & Electric Company, Baltimore al9 l / 2 *\9 l / 2
United Rys. Inv. Co. (common) a39 39
United Rys. Inv. Co. (preferred) 69^ 69 V%
Washington Ry. & Electric Company (common).... a355's 35Vg
Washington Ry. & Electric Company (preferred) .... a90 90
West End Street Railway, Boston (common) a90 a89
West End Street Railway, Boston (preferred) al03J4 al03
Westinghouse Elec. & Mfg. Co 7554 a75^4
a Asked, "Last sale.
Tri-City Railway & Light Company
The annual report of the Tri-City Railway & Light Com-
pany, Davenport, la., for the year ended Dec. 31, 1910, shows
the following resume:
Gross earnings $2,513,486
Operating expenses and taxes 1,481,967
Net earnings $1,031,519
Deduct:
Interest and discount on bonds and loans 481,408
$550,111
Sinking fund instalments 50.000
Surplus for the year $500,111
Dividends on preferred stock 169,572
Net surplus for year $330,539
J. F. Porter, the president, says in part in his report to the
stockholders :
"The statement compared with the previous year shows
an increase in gross earnings of $473,999, or 23.24 per cent;
an increase in operating expenses and taxes of $341,059, or
29.89 per cent, and an increase in net earnings of $132,939,
or 14.79 per cent. Interest charges paid and the proportion
of discount on the company's 6 per cent three-year redeem-
able gold notes during the year amounted to $481,407; sink-
ing fund provisions called for $50,000, leaving a surplus for
the year of $500,111. From this amount there have been
declared and paid on the outstanding preferred stock four
quarterly dividends each of i l / 2 per cent, aggregating $169,-
572, leaving $330,539 over all disbursements, which has been
transferred to surplus account, this being an increase of
$123,919, or 59.97 per cent over the amount transferred in
1909.
"There has been charged against the surplus account of
your subsidiary companies $321,640, representing deferred
charges to operation incidental to the issue of the 5 per cent
first lien collateral trust sinking fund gold bonds.
"During the year you authorized an issue of $20,000,000
trust sinking fund gold bonds were issued in place of a like
amount of the 6 per cent first mortgage gold bonds of the
Davenport & Rock Island Railway — $33,000 par value of
these bonds were canceled on July 1 in accordance with the
sinking fund provisions, and the same amount of the Tri-
City Railway Company 5 per cent bonds were issued and
are owned by your company.
"During the year you authorized an issue of $20,000,000,
first and refunding, 5 per cent gold bonds, and your directors
issued $500,000 of this amount up to Dec. 31, 1910.
"Extensions of franchise rights for a period of twenty
years on Illinois side and twenty-five years on Iowa side,
covering existing tracks, and privileges for some new ex-
tensions, were secured from the authorities in each of the
three cities during the spring of 1910.
"These ordinances required the company to perform a
certain amount of double tracking, extensions and paving
during the next few years, and all necessary work provided
for in 1910 was completed.
"The extension ordinances granted the Tri-City Railway
and the People's Light Company also provide for the build-
ing of an interurban road to Muscatine. The Davenport &
Muscatine Railway was incorporated during the year for
this purpose and satisfactory progress is being made on the
survey and acquirement of rights-of-way. The length of
this road is approximately 30 miles. The cost of this line
is estimated at $750,000.
"Fifteen new cars of the modern pay-as-you-enter type
were purchased and put in service during the past six
months, which considerably relieves the congestion of traffic
during rush hours, and adequate service is now being sup-
plied on all lines.
"Generally the street railway properties in the three cities
are in excellent physical condition, with the exception of
the track on Fifth Avenue, between Fifteenth and Twenty-
third Streets, Moline, which will be relaid during the present
year.
"The franchises of the electric companies on the Iowa
and Illinois sides of the river now extend until 1935 and
1943 respectively, and the conditions contingent upon such
extension are not unduly burdensome. One of the most
important requirements is the placing of the feeder wires in
94
ELECTRIC RAILWAY JOURNAL.
[Vol. XXXVIII, No. 2.
conduits below the surface of the streets in the fire district
of Davenport, and this work is progressing rapidly.
"All work called for to maintain the integrity of the fran-
chises in 1910 was carried out, and when that required in
191 1 has been completed only such improvements and exten-
sions as will enable the companies to keep up their prop-
erties and provide for new customers and business will be
necessary.
"The sum of $739,168 was expended for new construction
on the properties of your company in 1910.
"All your properties have been well maintained, the sum
of $110,046 having been charged to maintenance during the
year. This is an increase of $29,118 over the amount charged
in 1909."
Brunswick Terminal & Railway Securities Company
The City & Suburban Railway, Brunswick, Ga., is carried
on the balance sheet of this company as of Dec. 31, 1910, at
$954,000. The statement of the securities company for the
year 1910 shows the following: Rents, $2,990; interest and
dividends, $17,048; total, $20,038. Expenses, $2,576; salaries,
$2,979; taxes, $6,375; building repairs, $222; fire insurance,
$168; total, $12,320. Surplus to profit and loss, $7,718.
T. D. Rhodes, the president, says in part:
"Your board submits herewith the results of its manage-
ment of the company's affairs during the fiscal year, the
first since it acquired the public utilities of the city and
necessarily to some extent a period of transition. The un-
settled conditions of the business world have had the
same deleterious effect upon our enterprise that has been
experienced by many others which, like it, were organized
for the commercial and industrial development and upbuild-
ing of the country, and the success and prosperity of which
depend largely upon the confidence and encouragement in-
spired by stability and freedom from vicious assaults upon
capital. Brunswick, Ga., the seat of our investment, has in
common with other business communities during the past
year been affected by the unfavorable general conditions but
to a less extent than many others, owing to its natural
advantages and the absence of anything fictitious or 'boom'-
like in its growth, which has been legitimate and healthful
and shows every evidence of continuance in an even greater
and more prosperous ratio.
"Several large manufacturing plants have been induced
during the year to locate in the city or its environs and when
these plants are completed and in operation they will add
very materially to the volume of business and population
of the cit}'.
"The State commission has authorized the capitalization of
the City & Suburban Railway in the sum of $175,000 bonds
and $100,000 capital stock, which will be issued at once to
cover the amount expended by this company in the purchase
of the property together with the sums advanced for its
extensions and betterments, and will become a free asset in
the treasury of this company.
"Instead of the annual deficit heretofore shown the com-
pany's acquirement of public utilities has enabled it to pay
all the carrying charges on its property and to accumulate
the nucleus of a surplus.
"There has been expended during the year by the City &
Suburban Railway Company in extending and improving its
property $31,000. A number of additional turnouts and
sidings have been installed at points where improved service
required them, and six additional cars have been purchased.
The company has leased from the parent company two plots
for amusement parks, erected the necessary improvements
thereon, and the results of their operation have been very
satisfactory both in increased earnings from the cars, and in
gate and privilege receipts from the parks. The earnings
of the company have shown a gratifying increase and your
board believes the property will yield a very gratifying
return on the amount invested therein."
American Cities Railway & Light Company, New York,
N. Y. — The stockholders of the American Cities Railway &
Light Company on Tune 28, 191 1, ratified the sale of the
property and assets of the company to the American Cities
Company in accordance with the plans mentioned in the
Electric Railway Journal of May 27, 1911, page 930.
Boone (la.) Electric Company. — It is officially announced
that Dow, Read & Smith, Cedar Rapids, la., have exercised
the option which they secured recently on the property of
the Boone Electric Company, mention of which was made
in the Electric Railway Journal of July 1, 191 1, page 63.
Catskill (N. Y.) Traction Company. — The Catskiil Trac-
tion Company has applied to the Public Service Commis-
sion of the Second District of New York for permission to
issue $160,000 of 5 per cent thirty-year first mortgage bonds
to defray the cost of an extension from Leeds to Cairo.
Columbus Railway & Light Company, Columbus, Ohio. —
The meeting of the stockholders of the Columbus Railway,
called for June 26, 1911, was adjourned to Aug. 28, 1911, in
order to give all those interested time to determine the
necessity of increasing the stock from $7,000,000 to $10,-
000,000. Butler Sheldon, president of the company, recom-
mended this step after he had read his report. D. Meade
Massie and John A. Poland, Chillicothe, Ohio; C. L. Poston,
Athens, Ohio, and Edward Orton, Jr., and A. W. Dunn,.
Columbus, Ohio, were appointed a committee to investi-
gate the relations between the company and the Columbus
Railway & Light Company which operates the Columbus
Railway under lease.
International Traction Company, Buffalo, N. Y. — It was
announced that the semi-annual interest on the fifty-year 4.
per cent collateral trust gold bonds of the International
Traction Company, which matured on July 1, 1910, would
be paid at the office of J. P. Morgan & Company, New
York, N. Y., on and after July 1, 1911, together with 5 per
cent interest thereon from July I, 1910, to July I, 191 1.
The committee which represents the holders of the fifty-
year 4 per cent collateral trust gold bonds has announced'
that more than 97^ per cent of these bonds has been de-
posited under the modified plan dated Jan. 20, 191 1, and that
the necessary arrangements have been made for an advance-
to the holders of certificates of deposit of the interest
due July 1, 1011, on the bonds.
Northwestern Elevated Railroad, Chicago, 111. — The con-
solidation of the elevated railways of Chicago as the Chi-
cago Elevated Railways, under the terms proposed by the
syndicate organized by Henry A. Blair, was declared oper-
ative on July 1, 191 1. The terms of the merger were given
in the Electric Railway Journal of June 10, 191 1, page
1035-
Omaha & Council Bluffs Railway, Omaha, Neb. — Red-
mond & Co., New York, N. Y., are offering for subscrip-
tion at 97^4 and interest to yield S l A Per cent $200,000 of
first consolidated mortgage 5 per cent gold bonds of the
Omaha & Council Bluffs Street Railway, dated 1902 and
due Jan. 1, 1928. The authorized issue is $10,000,000, of
which amount $6,814,000 is outstanding. Of the remaining
bonds $2,500,000 are reserved to retire all prior liens, which
must be retired at maturity on May 1, 1914, and the bal-
ance, $686,000, is reserved for extensions, etc.
Republic Railway & Light Company, New York, N. Y. —
The Republic Railway & Light Company, the proposed or-
ganization of which was mentioned in the Electric Rail-
way Journal of July 1, 191 1 pa.ge 62, was incorporated in
New Jersey on June 28, 191 1, with power to own the se-
curities of companies operating or controlling electric light,,
power, gas, electric railway and other public utilities. The
company has under option and is acquiring more than 97
per cent of the outstanding capital stocks of a number of
companies, most of which have been in the past controlled
by the Mahoning & Shenango Railway & Light Company.
The officers of the company follow: James Parmelee,
president; De Forest Candee, vice-president; George A.
Galliver, vice-president and treasurer; G. F. Ravenal, sec-
retary; Samuel McRoberts and Thomas A. Reynolds,
National City Bank, New York; Myron T. Herrick, Society
for Savings, Cleveland; Anson W. Burchard, assistant to
president General Electric Company; R. E. Breed, presi-
dent American Gas & Electric Company; Henry H. Wehr-
hane, Hallgarten & Company; Ray Morris, White, Weld &
Company; James Parmelee and Pa.rmely Herrick, Cleve-
land Electrical Illuminating Company; De Forest Candee
and George A. Galliver, Federal Utilities, Inc.; Norman
McD. Crawford, president Mahoning & Shenango Ra-ilway
& Light Company; Harrison Williams, American Gas &
July 8, 191 1.]
ELECTRIC RAILWAY JOURNAL.
95
Electric Company, Federal Light & Traction Company,
Federal Utilities, Inc., president Springfield Railway &
Light Company; J. J. Bodell, Bodell & Company, Provi-
dence, director American Textile Company; John R.
Turner, the Corporation Trust Company, Jersey City, direc-
tors. The advisory committee will be Frank A. Vanderlip,
C. A. Coffin and J. J. Storrow.
Toledo & Indiana Railroad, Toledo, Ohio. — The formal
transfer of the property of the Toledo & Indiana Traction
Company to the Toledo & Indiana Railroad was made on
the afternoon of June 27, 1911. The capital stock of the
new company was increased from $10,000 to $1,040,000,
which represents the purchase price of the property.
Officers were chosen as follows: S. C. Schenck, president;
S. D. Carr, vice-president; C. F. Chapman, secretary; D. B.
Schenck, treasurer. The property was bid in at receiver's
sale by S. C. Schenck almost a year ago.
Dividends Declared
Athens Railway & Electric Company, Athens, Ga., 2]/ 2
per cent, preferred.
Boston & Northern Street Railway, Boston, Mass., 2 per
cent, common.
Boston Suburban Electric Companies, Newtonville, Mass.,
quarterly, $1, preferred.
Ft. Smith Light & Traction Company, Ft. Smith, Ark.,
quarterly, 1% per cent, preferred.
Holyoke (Mass.) Street Railway, 4 per cent.
Memphis (Tenn.) Street Railway, quarterly, 1% per cent,
preferred.
Norfolk & Portsmouth Traction Company, Norfolk, Va.,
quarterly, Ij4 per cent, preferred.
Old Colony Street Railway, Boston, 3 per cent, common.
Ottumwa Railway & Light Company, Ottumwa, la.,
quarterly, 1% per cent, preferred.
Quebec Railway, Light, Heat & Power Company, Ltd.,
Quebec, Que., quarterly, 1 per cent, common.
St. Charles Street Railway, New Orleans, La., 3 per cent.
Springfield & Xenia Railway, Springfield, Ohio, quarterly,
134 Per cent, preferred.
Thirteenth & Fifteenth Streets Passenger Railway, Phila-
delphia, Pa., $6.
West Penn Traction Company, Pittsburgh, Pa., quar-
terly, iy 2 per cent, preferred.
Youngstown & Ohio River Railroad, Leetonia, Ohio,
quarterly, per cent, preferred.
MONTHLY ELECTRIC RAILWAY EARNINGS
CHATTANOOGA RAILWAY & LIGHT COMPANY.
lm., Mav, '11 $77,738 *$43,884 $33,854 $19,905 $13,949
1 " " ' '10 70,811 *42,472 28,339 18,265 10,074
5" " '11 368,045 *211,728 156,317 97,741 58,576
5" " '10 33,715 *204,220 131,495 90,402 41,093
EAST ST. LOUIS & SUBURBAN COMPANY,
lm., May, '11 $193,181 *$105,656 $87,525 $45,610 $41,915
1 " " '10 183,478 *107,859 75,619 45,230 30.3S9
5" " '11 905,984 *519,076 386,908 227,332 159,576
5" " '10 918,799 *517,653 401,146 225,932 175,214
GRAND RAPIDS RAILWAY,
lm., May, '11 $98,137 *$56,438 $41,699 $15,018 $26,681
1 " " '10 93,207 *50,412 42,795 14,894 27,901
5" " '11 451,713 *262,192 189,521 75,344 114,177
5" " '10 430,871 *240,261 190,610 75,909 114,701
LEWISTON. AUGUSTA & WATERVILLE STREET RAILWAY,
lm., Mav, '11 $46,110 *$26,557 $19,553 $13,346 $6,207
1 10 44,669 *27,820 16,849 13,355 3,494
11 11 481,123 *303,256 177,867 145,011 32,856
11" " '10 478,221 *285,222 192,999 158,400 34,599
MILWAUKEE LIGHT, HEAT & TRACTION COMPANY,
lm., May, '11 $131,786 $39,749 $92,037 $71,393 $20,645
1 " " '10 130,404 40,002 90,402 70,053 20,350
2" " '11 611.270 187,771 423,499 346,800 76,699
2" " '10 586,271 176,672 409,598 388,988 70,610
MONTREAL STREET RAILWAY,
lm., May, '11 $431,690 $216,730 $214,959 $60,346 $154,613
1" " '10 370,234 199.616 170,617 48,977 121,640
8" " '11 3,006,914 1,787,922 1,218,992 339,890 879.102
8" " '10 2,707,236 1,607,443 1,099,792 306.148 793,645
PORTLAND RAILWAY, LIGHT & POWER COMPANY,
lm., May, '11 $527,931 *$243,949 $283,982 $122,162 $161,820
1" " '10 466,436 *216,613 249,823 1 13,465 136,358
5" " Ml 2,560,045 *1,241,964 1,318.081 613,668 704,413
5 " " '10 2,166,734 *1,027,829 1,138,905 561.509 577,396
ST. JOSEPH RAILWAY, LIGHT, HEAT & POWER COMPANY,
lm., May, '11 $88,759 '$56,350 $32,409 $19,379 $13,030
1" " '10' 79,587 *49.376 30,211 18,583 11,628
5" " '11 435,301 *264,894 170,407 97,022 73 385
5" " '10 408,614 *247,764 160,850 90,859 69,991
Traffic and Transportation
School Fares in New Jersey
In the Electric Railway Journal of June 17, 191 1, page
1088, brief mention was made of the ruling by the
Supreme Court of New Jersey affirming the order of
the board directing the Public Service Railway to main-
tain 3-cent fares for school children and teachers. The
question of the interpretation of the section of the New
Jersey public utility law which prohibits discrimination in
fares came before the court on a writ of certiorari secured
by the Public Service Corporation to test the authority
of the commission to suspend the order issued by the com-
pany on May 1, 191 1, which required school children and
school teachers to pay full fare on the lines of the Public
Service Railway. In affirming the order of the board, Judge
Minturn said:
"The Legislature having conferred the power of regula-
tion and administration upon the commission, this court
will not interfere in the discharge of that duty, except, in
the language of the thirty-eighth section of the act, where
it clearly appears that there was no evidence before the
board to support reasonably such order, or that the same
was without the jurisdiction of the board. Neither of these
conditions existing in this case, the order of the Board of
Public Utilities Commission under review will be affirmed.
"The concrete question involved is whether a system of
3-cent fares, maintained by the railway company for many
years, was abrogated by the enactment of the so-called
public utility law (P. L., 1911, Ch. 195). The contention
that it was abrogated is based by the company upon a con-
struction given by the Interstate Commerce Commission
to Section 3 of the Interstate Commerce Act, which is sub-
stantially similar to Section 18 of the act sub judice.
"I am of the opinion that the construction adopted in
that case should not be followed here — first, because the
act is not the same enactment in terms; and, secondly,
because the Interstate Commerce Commissioners are an
administrative and not a judicial body, and their decision
as an administrative body on a detail of the act is not a
judicial determination. (Interstate Commerce Commission
vs. Bunson, 154 United States, 447.)
"The Public Utility Act does not abrogate the system
of 3-cent fares maintained by the company, because Sec-
tion 18 applies only to such preferences as are undue or
unreasonable. This was not the enactment of a new condi-
tion nor did it create a new legal status. It was the im-
memorial rule of the common law.
"The contention of the company that the effect of the
enactment was to repeal this beneficent condition does
not accord with the spirit and intent of the act. The clear
legislative purpose was to administer and to regulate in
their operation these instrumentalities, quite properly
denominated public service companies, which are chartered
pro bono publico and are compensated by public individual
contributions for the service performed."
New Folder of Chicago & Southern Traction Company. —
A new timetable, including map of the territory south of
Chicago which is served by the Chicago & Southern Trac-
tion Company between Seventy-ninth Street and Kankakee,
has just been issued by Robert A. Barnett, traffic agent of
the company.
Detroit United Lines.— The Detroit (Mich.) United Rail-
way has issued a folder, "Rides by Trolley," in which it
describes the company's fast electric service between the
principal cities of Michigan. There is a relief map, show-
ing the connections made by the Detroit United Railway
with the interurban lines to Toledo, Port Huron, Kala-
mazoo, Lansing and St. Johns and Saginaw and Bay City.
Trolley Trips In and Out of Baltimore. — The United
Railways & Electric Company, Baltimore, Md., has issued
a descriptive folder with a map of its system showing
places of interest in and about Baltimore, and telling how
to reach them. The map of the system used in the folder
is the very striking general relief view which was repro-
duced in the Souvenir edition of the Electric Railway
Journal for 1910.
ELECTRIC RAILWAY JOURNAL.
[Vol. XXXVIII, No. 2.
Lake Shore Electric Railway and Cleveland, Southwestern
& Columbus Railway Will Handle Freight. — At the instance
of the Cleveland Chamber of Commerce the Lake Shore
Electric Railway and the Cleveland, Southwestern & Colum-
bus Railway will arrange early in the fall to handle freight.
The Lake Shore Electric Railway will carry freight in sealed
cars to Fremont, where it will be delivered to the Western
Ohio Railway, by which it will be distributed over western
Ohio and eastern Indiana. Both will also haul freight over
their entire systems.
Service Order in Milwaukee. — The Railroad Commission
•of Wisconsin has issued the following order in regard to
service over the Walnut Street line of the Milwaukee Elec-
tric Railway & Light Company: "That there be a regular
schedule of headway on the line of eight minutes through-
out the day, additional cars or trippers to be added at
times so as to establish the following time space of cars
during the maximum period of travel: From West Water
Street and Grand Avenue to the end of the line at Lisbon
Avenue from a. m. to 8 a. m., three-minute headway; from
5 p. m. to 7 p. m., three-minute headway."
Directors of Lake Shore Electric Railway Make Inspec-
tion Trip and Hold Monthly Meeting Aboard Private Car. —
On June 27, 191 1, the officers and directors of the Lake
Shore Electric Railway inspected their own line and the
Fremont & Fostoria line, which has been recently put into
operation. After visiting Lima the party went to Toledo,
where the night was spent. The following day they made a
trip over the Toledo & Western Railroad. Members of the
party were Henry A. Everett, E. W. Moore, Charles Currie,
B. Mahler, J. B. Hanna, J. B. Hoge, W. H. Price, J. P. Witt
and F. W. Coen. The private car, "The Northern," which
belongs to Mr. Everett, was used.
Ohio Electric Railway Summer Schedules. — The Ohio
Electric Railway, Cincinnati, Ohio, has issued a folder
showing summer schedules over its lines. Complete time-
tables are given of all local and limited trains between
Cincinnati. Columbus, Toledo, Dayton, Hamilton, Spring-
field, Zanesville, Fort Wayne, Lima. Richmond, Newark,
Bellefontaine, Urbana and Union City. There is a map of
the Ohio Electric Railway and connecting electric railways
and steam lines. The rules governing rates for children,
baggage and excess baggage are explicitly set forth. The
Ohio Electric Railway has also issued an illustrated folder
entitled "Buckeye Lake and Indian Lake," in which both
these resorts are described.
Wisconsin Commission Orders Reduction in Fare. — The
Railroad Commission of Wisconsin has ordered the Rc ck-
ford & Interurban Railway, Rockford, 111., to discontinue
its present rate of 10 cents for passenger fare from points
within the city limits to Janesville, Wis., to points about
the yards of the Chicago & Northwestern Railroad in South
Janesville, and substitute a 5-cent fare. South Janesville
is about 80 rods outside the city limits. The petitioner for
the reduction alleged that the 10-cent fare worked a hard-
ship on the 200 or more railroad men whose business takes
them to South Janesville. An analysis of the company's
earnings in Wisconsin revealed the fact that the loss in
revenue occasioned by the 5-cent fare will result in a de-
crease in total earnings of the company of about one-tenth
of 1 per cent.
Transfer Hearings in New York. — The Public Service
Commission of the First District of New York has issued
an order directing representatives of all the surface lines
in Manhattan to appear on July 6, 191 1, and show cause
why the transfer system that was in force before the Met-
ropolitan Street Railway went into the hands of receivers
should not be restored. The lines affected by the order
of the commission follow: Metropolitan Street Railway,
Third Avenue Railroad, Dry Dock, East Broadway & Bat-
tery Ra.ilroad, the Forty-second Street, Manhattanville &
St. Nicholas Avenue Railway, the Kingsbridge Railway,
the Second Avenue Railroad, the Central Park, North &
East River Railroad; the South Shore Traction Company
and the Twenty-eighth and Twenty-ninth Street Crosstown
Railroad.
Fare Hearing in Trenton. — A hearing has been held by
the Board of Public Utility Commissioners of New Jersey
on the complaint of Cochran, Drugan & Company, manu-
facturers, whose works are located across the line dividing
Hamilton Township from Trenton. The Trenton & Mercer
County Traction Company charges a 10-cent fare to this
point, which the complainant alleged is more than is charged
for greater distances in other directions by the same com-
pany, and placed it at a disadvantage in employing labor.
The company contended that the terms of its franchises do
not admit of its collecting more than one fare in Hamilton
Township, and that if it extended the 5-cent fare zone
beyond the boundary line it would be unable to collect an
additional fare for a trip of several miles through the
township.
Interurban Service North of Chicago. — The Northwest-
ern Elevated Railroad on July 3, 191 1, began running two
through trains daily from the Union Elevated Loop in
Chicago to Ravinia Park on the Chicago & Milwaukee Elec-
tric Railway. The two trains which leave for the park
each afternoon enter the loop, one at 6:31 and the other at
6:41 p. m. Returning trains leave Ravinia 10 and 20 minutes
after the closing of the park entertainment. These trains
operate as "expresses" on the Northwestern Elevated Rail-
road for 12 miles to Central Street, Evanston, and as non-
stop "limiteds" on to Ravinia Park, which is about 30 miles
north of the Chicago Loop district. Round-trip tickets are
sold at any of the stations of the elevated railroad, and
through trains may be boarded at any express station.
Tickets for the round trip, including admission to the park,
are sold at 70 cents at stations within the city limits of
Chicago and at 60 cents at stations within the Evanston
city limits.
Right of Indiana Commission to Order Track Elevation. —
The Indiana Supreme Court has upheld the right of the
Railroad Commission of Indiana to order the elevation of
railroad tracks when the safety of the public is involved.
In 1909 the commission ordered the Wabash Railroad to
elevate its tracks at a highway crossing near Topeka, Ind.
The court said that it is well settled in Indiana that the right
of a railroad to cross a public highway with its tracks carries
with it the duty on the part of the company to restore the
highway to its former condition of usefulness and safety
and keep it so, and if this cannot be done by a grade cross-
ing the company must do it by constructing tracks over or
under the highway, or the highway over or under the
tracks. The company contended that it was the duty of
the township trustee to order the grade improved. The
court held that the trustee may do it, but that the Railroad
Commission also has the power to order the elevation. The
railroad contended that the order made by the Railroad
Commission was not a. reasonable and practical one, but
the court held that the facts clearly show that it was. The
decision has an important bearing on the question of elim-
inating crossings at grade between steam and electric
railways.
Detroit United Railway Agrees to Submit Differences with
Platform Men to Arbitration. — Owing to the fact that the
Detroit United Railway and its motormen and conductors
could not agree upon certain sections of a service contract
between them both sides have concluded to submit the mat-
ter to a board of arbitrators. The contract contains twenty-
five sections, and all but four of these are to be arbitrated.
George F. Monaghan and Judge James Phelan have been
selected as two members of the board and they are to
choose a third. The present wage agreement reads as fol-
lows: "For all motormen and conductors who have been
in the service less than six months, 23 cents per hour; for
all motormen and conductors who have been in the service
over six months and under 18 months, 26 cents per hour;
for all motormen and conductors who have been in the
service 18 months or over, 28 cents per hour. No single
trip shall be considered as less than one hour. It is agreed
that for the purpose of rating men as to pay who may be
employed after the signing of this agreement the date on
which they shall receive the next highest scale of wages
shall be six months from the first day of the month succeed-
ing the day on which they were employed." The men at
first made a demand for a flat rate of 30 cents an hour, but
this was finally changed to a request for a uniform advance
of 2 cents an hour.
July 8, 191 1.]
ELECTRIC RAILWAY JOURNAL
97
Personal Mention
Mr. R. T. Chiles has been appointed superintendent of the
lines of the Virginia Railway & Power Company, Richmond,
Va., in Norfolk.
Mr. C. Colburn has been appointed superintendent of the
lines of the Virginia Railway & Power Company, Rich-
mond, Va., in Berkeley.
Mr. E. A. Bishop has been appointed superintendent of
the lines of the Virginia Railway & Power Company, Rich-
mond, Va., in Portsmouth.
Mr. John E. Havell has been appointed superintendent
of the Petersburg division of the Virginia Railway & Power
Company, Richmond, Va.
Mr. E. R. Johnston has had his jurisdiction with the Il-
linois Traction System extended to include outside shops
as well as the shop of the company at Decatur, 111.
Mr. E. S. Ely has been appointed chief engineer of the
Portsmouth, Norfolk and Ocean View divisions of the Vir-
ginia Railway & Power Company, Richmond, Va.
Mr. H. Pollard has been appointed superintendent of rail-
way terminals and parks of the Richmond division of the
Virginia Railway & Power Company, Richmond, Va.
Mr. H. L. Smith has been appointed superintendent of
railway lines and schedules of the Richmond division of the
Virginia Railway & Power Company, Richmond, Va.
Mr. John G. Baukat has been appointed superintendent
of equipment of the Lehigh Valley Transit Company, Allen-
town, Pa., to succeed Mr. C. E. Lenhart, resigned.
Mr. James McC. Moffett has resigned as purchasing agent
of the Metropolitan Street Railway, Kansas City, Mo., and
Mr. E. E. Stigall has been appointed to succed him.
Mr. T. Norman Jones, Jr., has been appointed chief en-
gineer of the Richmond, Interurban and Petersburg divisions
of the Virginia Railway & Power Company, Richmond, Va.
Mr. W. F. Bryce has been appointed by the Virginia Rail-
way & Power Company. Richmond, Va., as superintendent
of railway lines of the Interurban division and the line to
South Richmond.
Mr. J. L. Adams has been appointed general superin-
tendent of the railway and ferry lines of the Portsmouth,
Norfolk and Ocean View divisions of the Virginia Railway
& Power Company, Richmond, Va.
Mr. W. A. Whitney, superintendent of the Western divi-
sion of the Southern Pacific Railroad, San Francisco, Cab,
has had placed under his jurisdiction the new electric lines
of the Southern Pacific Company in Alameda, Oakland and
Berkeley.
Mr. Charles C. Johnson, who has been purchasing agent
of the Virginia Railway & Power Company, Richmond, Va.,
has been appointed purchasing agent and assistant to~the
general manager of the company and assistant general
manager.
Mr. Charles H. Hubbell, formerly an official of electric
railways in the Middle West, and more recently associated
with Mr. Frederic W. Throssell, a certified public account-
ant, of Cleveland, Ohio, has entered the employ of the Ohio
Tax Commission at Columbus, Ohio.
Mr. R. C. Taylor has been appointed master mechanic of
the Chicago, Ottawa & Peoria Railway, part of the Illinois
Traction System, with headquarters at the new shops at
Ottawa, 111. Mr. Taylor was formerly in charge of out-
side shops of the Illinois Traction System.
Mr. W. M. Cutlip has been elected secretary and treas-
urer of the Muskogee (Okla.) Electric Traction Company,
and took up his headquarters in Muskogee on July 1, 191 1.
Mr. Cutlip will also retain his position as secretary of the
Shawnee-Tecumseh Traction Company, Shawnee, Okla.
Mr. E. C. Hathaway, general manager of the Norfolk &
Portsmouth Traction Company, Norfolk, Va., has been ap-
pointed assistant general manager of the Virginia Railway
& Power Company, Richmond, Va., which on July 1, 19 r 1 .
absorbed the Norfolk & Portsmouth Traction Company.
Mr. C. B. Buchanan, who has been general superintendent
of railways of the Virginia Railway & Power Company,
Richmond, Va., has been appointed general manager of the
company. On July 1. 191 1, the Virginia Railway & Power
Company absorbed the Norfolk & Portsmouth Traction
Company.
Mr. C. A. Coolidge, who has been general manager of the
Oregon Electric Railway, Portland, Ore., has been elected
first vice-president and general manager of the Spokane
& Inland Empire Railway, Spokane, Wash. Mr. Coolidge
succeeds Mr. A. L. White as first vice-president of the
company and Mr. C. M. Graves as general manager.
Mr. Charles W. Ford, formerly superintendent of the Okla-
homa Railway, has been appointed general superintendent
of the Grand Junction & Grand River Railway, Grand Junc-
tion, Col., a new property which includes a railway and
light, gas and ice services. The property was described in
the Electric Railway Journal for October 15, 1910, page 832.
Mr. Jacob W. Gerke, whose appointment as master
mechanic of the Wilmington & Philadelphia Traction Com-
pany ,,ajid the Southern Pennsylvania Traction Company,
with headquarters at Wilmington, Del., was noted in the
Electric Railway Journal of July 1, 191 1, was formerly
superintendent of the Washington, Arlington & Falls
Church Railway, Washington, D. C, in which capacity he
served for eight months. He was for five years previously
assistant superintendent and master mechanic of the com-
pany. He resigned from the Washington, Arlington &
Falls Church Railway to become connected with the Tri-
City Railway & Light Company.
Mr. J. N. Shannahan, who resigned recently as vice-presi-
dent and general manager of the Washington, Baltimore &
Annapolis Electric Railway to become railway manager of
the operating department of J. G. White & Company, Inc.,
New York, N. Y., was presented with a silver service by the
employees of the Washington, Baltimore & Annapolis Elec-
tric Railway. The service is contained in a massive mahog-
any case, upon which is inscribed "Presented to J. N.
Shannahan by his co-employees of the W., B. & A. R. R.
Co. as a token of their regard and esteem. 1907-1911." A
farewell banquet was given Mr. Shannahan at the Rennert
Motel, Washington, by the heads of the various departments
of the company.
Mr. W. F. Raber, general manager of the Ottumwa Rail-
way & Light Company, Ottumwa, la., has been placed in
charge of the Pueblo & Suburban Traction & Lighting
Company, Pueblo, Col., temporarily by H. M. Byllesby &
Company, Chicago, 111., by whom the property at Pueblo
has been taken over. Mr. Raber is a native of Ohio. He
entered business with the Bell Telephone Company more
than twenty years ago, but soon took up street railway and
electric lighting work. He managed lighting plants for
some time and finally became general manager of the Mans-
field Railway, Light & Power Company, Mansfield, Ohio.
He next became connected with H. M. Byllesby & Com-
pany, Chicago, and served them for some time as manager
of electric light, power and gas plants in Oklahoma. In
1906 he was appointed by H. M. Byllesby & Company as
manager of the Ottumwa Railway & Light Company.
Mr. A. D. Kimmett, whose appointment as master mechanic
of the Lackawanna & Wyoming Valley Railroad. Scranton,
Pa., to succeed Mr. F. J. Stevens, resigned, was noted in
the Electric Railway Journal of July 1, 191 1, entered
railway work in the shops of the Central Railroad of New
Jersey at Mauch Chunk, Pa. Subsequently he was ap-
pointed a car inspector by this company and the following
year was transferred to Ashley, Pa., where he filled various
clerical positions in the office of the assistant superintendent
of motive power. In 1903 he was made piecework inspector
at the machine shops of the company, and in November,
1904, he commenced an apprenticeship to become a ma-
chinist. In December, 1908, Mr. Kimmett entered the em-
ploy of the Illinois Traction System at Decatur. 111., as an
air-brake inspector, and remained with that company until
Jan. 1, 1910, when he accepted the position of assistant
master mechanic of the Lackawanna & Wyoming Valley
Railway.
Mr. Carl Raymond Gray, who was elected president of the
United Railways, the Oregon Electric Railway, the Oregon
Trunk Railway, the Pacific & Eastern Railway, the Spokane,
Portland & Seattle Railway and the Astoria and Columbia
River Railroad, with office at Portland, Ore., early in 1911*
9 8
ELECTRIC RAILWAY JOURNAL.
[Vol. XXXVIII, No. 2.
to succeed Mr. John F. Stevens, has been elected president
ot the Spokane & Inland Empire Railroad, to succeed Mr
Jay P Graves. Mr. Gray was born on Sept. 28, 1867, and
was educated at the Arkansas Industrial University He
entered railway service in 1882 as a telegraph operator with
the M. Louis & San Francisco Railroad, and he served that
company continuously until he was elected to the United
Railways, the Orgon Electric Railway and other properties
previously mentioned. While with the St. Louis & San
Francisco Railroad Mr. Stevens filled the posit.on of tele-
graph operator and general claim agent, clerk in the trans-
portation department, commercial agent, division freight
agent, d.vision superintendent, superintendent of transporta-
tion, general manager, second vice-president, general man-
ager and first vice-president.
Mr. J. F. Vail has retired as treasurer, general manager
and purchasing agent of the Pueblo & Suburban Traction
& Lighting Company, Pueblo, Col., the property having
been Purchased recently by H. M. Byllesby & Company,
Chicago III. Mr. Vail entered street railway work with the
Grand River Street Railway, Detroit, Mich., in 1879 In
1880 he became connected with the Denver Horse Railroad
then operating twelve cars. A year later he went to the
Northwest, but returned to Denver in 1883 and re-entered
the employ of the Denver Horse Railroad. In December,
1888 he was made manager of the Pueblo Horse Railway
which then operated eight cars. In 1890 the property at
Pueblo was rebuilt and extended to Lake Winnequa under
the supervision of Mr. Vail under a new franchise. In Feb-
ruary, 1901, the Pueblo Horse Railway was sold, and Mr
Vail resigned to assist in organizing the Citizens' Electric
Light & Power Company, Pueblo. This company built and
operated a power plant under the management of Mr Vail
but when this plant and other properties at Pueblo were
taken over by the Pueblo & Suburban Traction & Lightine
Company m 1897 Mr. Vail was appointed general manager
of the company. The employees of the company recently
presented Mr. Vail with a diamond stud as a' token of
esteem.
Mr. J. C. Collins, secretary and auditor of the New York
State Railways, Rochester, N. Y., who was elected secretary
ot the Street Railway Association of the State of New
York at the annual meeting
which was held at Coopers-
town, N. Y., on June 27,
191 1, began his railroad
career as assistant to the
vice-president of the Nor-
folk & Western Railroad in
charge of accounts. He
next became connected with
E. W. Clark & Company,
Philadelphia, Pa., who con-
trol a number of electric
railways. He was subse-
quently made assistant sec-
retary of the Camden &
Suburban Railway, Camden,
N. J., controlled by E. W.
Clark & Company, but later
he returned to the main
office of Clark & Company in Philadelphia, where he re-
mained until July 1, 1904. when he was transferred by the
firm to Rochester. Later he was made secretary of all the
electric railways centering in Rochester in which Clark
& Company were interested. Mr. Collins continued with
the Rochester Railway & Light Company when the property
was taken over by the Andrews- Vanderbilt syndicate and
was later made secretary and auditor of the Rochester
Railway & Light Company. When the New York State
Railways was organized to take over the electric railways
at Rochester he was made secretary and auditor of that com-
pany.
OBITUARY
William N. McGee, superintendent of the Griffin Car
Wheel Company, Chicago, 111., died on June 25.
N. W. Halsey, of N. W. Halsey & Compa.ny, bankers,
New York, N. Y. ( died in New London, Conn, on Tulv
I, 1911.
J. C. Collins
Construction News
Construction News Notes are classified under each head-
ing alphabetically by States.
An asterisk (*) indicates a project not previously re-
ported.
RECENT INCORPORATIONS
♦West Peak Railroad, Meriden, Conn. — Incorporated in
Connecticut to build an electric railway from the connec-
tion with the Connecticut Company's line at Southington
to the summit of West Peak in Meriden. C. J. Da.naher,
Meriden, is interested.
♦Chicago, Waukegan & Fox Lake Traction Company,
Chicago, 111. — Incorporated in Illinois to build an electric
railway from Waukegan to Woodstock through the Coun-
ties of Lake and McHenry. Headquarters: Chicago. Cap-
ital stock, $2,500,000. Incorporators and first board of
directors: Charles A. Spenny, Columbus, Ohio; W. P. Mac-
Cracken, Irving D. Stevens, Peter B. Olsen and H. S. Hed-
berg, all of Chicago.
♦Hamilton (111.) Railway. — Application for a charter has
been made in Illinois by this company to build an electric
railway from the bridge over the Mississippi River between
Hamilton and Keokuk to Hamilton and Warsaw. Capital
stock, $11,000. Incorporators: George Higginson, Win-
netka; J. D. Harney, Geneva; J. L. Valentine, W. Walls
and A. W. Harro, Carthage.
♦Camp Creek Railway, Bozeman, Mont. — Application for
a charter has been made by this company in Montana to
build a 20-mile line from Manhattan into the Camp Creek
country. Preliminary surveys have been made and most
of the right-of-way has been secured. Capital stock,
$100,000. Incorporators: A. M. Harvey, Livingston;
Charles L. Anceny, Salesville; F. L. Benepe, A. J. Walrash
and H. S. Buell, all of Bozeman.
♦Columbia Falls & Southern Railroad, Columbia Falls,
Mont. — Incorporated in Montana to build an electric or
steam railroad south from Columbia Falls. Capital stock,
$100,000. Incorporators: A. L. Jordan, J. T. Robinson,
John Laux, W. P. Snow and H. F. Jessup.
♦Republic Railway & Light Company, Trenton, N. J. —
Incorporated in Trenton on June 28 to take over certain
properties in accordance with plans as recorded in the
Electric Railway Journal for July 1, page 62. Ca-pital
stock, $17,500,000. Incorporators: M. Gregg Latimer and
William Henry Hoyt, Brooklyn, and John D. Marsh, New
York.
♦Rapid Transit & Terminal Railway, Cleveland, Ohio. —
Incorporated in Ohio to build underground terminals in
Cleveland and to give terminal facilities to all the inter-
urban lines entering Cleveland. It is said that the com-
pany will spend $50,000,000 for this work if the co-opera-
tion of other roads can be secured. Capital stock, $100,000.
Incorporators: W. R. Hopkins, B. F. Hopkins and A. G.
Newcombe.
♦National Power Company, Pittsburgh, Pa. — Chartered in
West Virginia to build an electric railway from Point
Marion to parallel the Cheat River. Incorporators: F. B.
Parriott, W. B. Beecher, E. J. Cole, W. H. Young and S.
B. Kelley, all of Pittsburgh.
Amarillo (Texas) Traction Company. — Chartered in
Texas to build an electric railway in Amarillo and extend
it to San Jacinto Heights. Capital stock, $24,000. Incor-
porators: Mark Logan, W. W. Lynch and N. A. Brown.
[E. R. J., Oct. 29, '11. ]
♦Gilmer & Parkersburg Railway, Glenville, W. Va.—
Chartered in West Virginia to build a 12-mile electric rail-
way between Gilmer station, on the C. & C. Railroad, and
Glenville, W. Va. Grading will be done in the fall. Robert
L. Ruddell, Glenville, general manager.
FRANCHISES
♦Tuscaloosa, Ala.— F. G. Blair and H. B. Foster, Tusca-
loosa, have asked the Council for an electric railway fran-
chise in Tuscaloosa.
Little Rock, Ark.— The Little Rock Railway & Electric
Company has received a franchise from the City Council to
July 8, 1911.]
ELECTRIC RAILWAY JOURNAL.
99
■extend its South Main Street line into the extreme southern
limits of Little Rock.
Burlingame, Cal. — The Town Trustees have passed a reso-
lution granting to the highest bidder a franchise for an elec-
tric railway from the Southern Pacific station at Easton
through the Easton additions to Burlingame. [E. R. J.,
April 22, '11.]
Fowler, Cal. — The Fresno, Hanford & Summit Lake In-
terurban Railway, Fresno, have received a franchise from
the City Council in Fowler.
Modesto, Cal. — The Tidewater & Southern Railroad Com-
pany, Stockton, has received a franchise from the Council in
Modesto.
Oakland, Cal. — The Oakland & Bay Shore Railway has
received a 35-year franchise from the City Council in Oak-
land. [E. R. J., April 29, '11.]
San Jose, Cal. — The Peninsula Railway has asked the
Town Board to advertise for sale a franchise for an electric
railway extending on the Milpitas Road from Twelfth
Street to the Berryessa Road and thence on the Berryessa
Road to Fourteenth Street in San Jose.
Santa Clara, Cal. — The Peninsula Railway, San Jose, has
asked the Board of Trustees for a franchise to extend its
tracks over several streets in Santa Clara.
Turlock, Cal. — The Turlock Traction Company, Modesto,
has received a 50-year franchise in Turlock. This line will
connect Turlock, Newman and Monesto. [E. R. J., April
29, "jr.]
Williamsburg, Col. — B. F. Foor, representing the
Florence Interurban Electric Company, Florence, has re-
ceived a franchise in Williamsburg. This is part of a plan
to build an electric railway between Florence, Williams-
burg, Rockvale and Coal Creek. [E. R. J., June 10, '11.]
Kissimmee, Fla. — The Citrus Southern Electric Railway,
Orlando, has received a franchise from the City Council in
Kissimmee. The franchise also provides for a dock and
wharf extending into Lake Tohopekalia. This line will
extend from Sanford, where it will connect with the Clyde
Line of steamers, via Orlando, with its terminus at Kissim-
mee. T. K. Miller, Orlando, president. [E. R. J., June
24, '11.]
Becket, Mass. — The Berkshire Street Railway has asked
the Board of Selectmen for a franchise to extend its tracks
from the Lee line through West Becket and South Becket
to the Otis line in Becket.
Worcester, Mass. — The Worcester Consolidated Street
Railway has received a franchise from the Aldermen to
double track several of its lines in Worcester.
East Lansing, Mich. — The Michigan United Railways has
.asked the Council for a franchise to double track its line in
East Lansing and straighten its Pine Lake division.
East Syracuse, N. Y. — The Syracuse Rapid Transit Rail-
way has asked the Village Trustees for a franchise to
double track some of its lines in East Syracuse.
*Oklahoma City, Okla.— W. F. Harn, John F. E. Winans
dan Homer S. Hurst representing the Citizens' Traction
Company, Oklahoma City, will ask the City Council for a
franchise to build 15 miles of track in Oklahoma City.
East Youngstown, Pa. — The Mahoning & Shenango Rail-
way & Light Company, Youngstown, has asked the Council
for a franchise to double track its line in East Youngstown.
Providence, R. I. — The Old Colony Street Railway, Bos-
ton, has received a franchise from the Board of Aldermen
to extend its Columbia Street line in Providence.
*Rock Hill, S. C. — J. M. Cherry and associates have asked
the Chamber of Commerce to indorse their request for a
60-year franchise to build an electric railway from Rock
Hill to connect with the Seaboard & Catawba Valley Rail-
road near Catawba Junction, giving through connection
from Rock Hill to Great Falls.
Milwaukee, Wis. — The Milwaukee Electric Railway &
Light Company has asked the Common Council for two
franchises in Milwaukee. One is for the continuation of the
Twenty-seventh Street line north to the city limits and the
other to extend its tracks on Teutonia Avenue.
Milwaukee, Wis. — The Milwaukee Western Electric Rail-
way has asked the Common Council for a new franchise
to operate its cars over the tracks of the Milwaukee Electric
Railway & Light Company on the Walnut Street line in
Milwaukee.
TRACK AND ROADWAY
Little Rock, Pine Bluff & Eastern Traction Company,
Little Rock, Ark. — It is reported that this company has
secured the right-of-way of the Little Rock & Pine Bluff
Traction Company, amounting to 37 miles. This line will
connect Little Rock and Pine Bluff, via Altheimer, Sturr-
gart, Helena and Clarenden. C. C. Kavanaugh, president.
[E. R. J., May 20, '11.]
Pacific Electric Railway, Los Angeles, Cal. — It is reported
that this company contemplates the immediate construc-
tion of an extension between San Bernardino and Rialto,
and probably to Ontario.
! San Bernardino, Cal. — William G. Kerckhoff, Los
Angeles, president of the Ontario & San Antonio Heights
Railroad, states that he will build an electric railway be-
tween San Bernardino and Upland, connecting at Upland
with the Pacific Electric Railway, thus affording through
service to Los Angeles. Right-of-way and franchises will
be secured at once.
Peninsular Railway, San Jose, Cal. — Plans are being made
by this company to build an extension south from San Jose
to Palo Alto toward Paraja.
Vallejo & Northern Railway, Vallejo, Cal. — The Sacra-
mento & Woodland Railway, a subsidiary of this company,
will build the first division in the chain of railways to be
built by the Vallejo & Northern Railway. This line will
extend along the Sacramento River on the east side for
about 15 miles and then across the Yolo basin to Wood-
land. The terminal will be in West Sacramento. T. T. C.
Gregory, Suisun, president. [E. R. J., June 24, '11.]
Baltimore & Washington Transit Company, Washington,
D. C. — This company has applied to the Public Service
Commission of Maryland for authority to issue $50,000 of
5 per cent second mortgage bonds. The company contem-
plates an extension to Sandy Spring, Md., 14 miles.
*Forest Park, 111. — Henry J. Mohr, Forest Park, and asso-
ciates plan to build an electric railway between Berwyn,
Forest Park, Lyons and Cicero.
*Princeton, 111. — C. N. Gerard, Bradford, plans to build
an electric railway between Kewanee, Henry, Elmira and
Bradford, a distance of about 40 miles.
Indianapolis, Chicago & Meridian Railway, Indianapolis,
Ind. — Preliminary surveys have been made and construction
will begin with the next few months by this company on its
double-track electric railway to connect Indianapolis, Sheri-
dan, Flora, Monticello, Francisville, Koutz, Valparaiso,
Hobart, Wheeler, Gary, Hammond and Warsaw. Negotia-
tions are being made with the Illinois Central Railroad to
use its tracks from Hammond to Chicago. M. J. Moreland
is interested. [E. R. J., June 10, '11.]
Vincennes, Washington & Eastern Traction Company,
Vincennes, Ind. — This company increased its capital stock
from $100,000 to $600,000. The construction of this line has
been begun between Vincennes, Washington and Loogootee.
[E. R. J., July 1, '11.]
Davenport-Muscatine Railway, Davenport, la. — This com-
pany advises that it has begun the construction of its 30-
mile electric railway between Davenport and Muscatine. It
will buy power from the Tri-City Railway & Light Com-
pany, and it will furnish power for lighting purposes. It
will also use the repair shops of the Tri-City Railway &
Light Company. Capital stock, authorized, $1,000,000.
Officers: J. F. Porter, Davenport, president; J. R. Lane,
vice-president; H. E. Weeks, Davenport, secretary; J. M.
Thayer, treasurer; George G. Kuhn, Rock Island, 111., pur-
chasing agent, and J. G. White & Co., Davenport and New
York, electrical engineers. [E. R. J., July 1, '11.]
Southwestern Traction Company, New Orleans, La. —
This company advises that it will begin work within sixty
days on the first 17-mile section between New Iberia and
Jeanerette. Headquarters, Hennen Annex, New Orleans.
R. E. L. C. Reis, secretary. [E. R. J., June 10, '11.]
*Tolland County Street Railway, Stafford Springs, Mass.
loO
ELECTRIC RAILWAY JOURNAL.
[Vol. XXXVIII, No. 2.
— This company, which was granted a charter several years
ago has just organized to build an electric railway between
Stafford Springs and Staffordville. Directors: A. S. May,
B. I. Spockland and N. S. Buckingham.
Battle Creek, Coldwater & Southern Railway, Battle
Creek, Mich. — The J. T. Adams Construction Company,
Columbus, Ohio, has been awarded the contract by this
company to build its 28-mile electric railway between Battle
Creek and Coldwater. It is expected to begin work in the
fall. A. C. Kingman, Battle Creek, president. [E. R. J.,
June 3, '11.]
Saginaw & Flint Railway, Saginaw, Mich. — Surveys are
being made by this company to build an extension from
Saginaw to Bay City.
Minneapolis Northern Suburban Railway, Minneapolis,
Minn. — Work has been begun by this company on its 15-
mile electric railway between Minneapolis and Little Falls.
[E. R. J., June 1, '11.]
Cape Girardeau-Jackson Interurban Railway, Cape Girar-
deau, Mo. — Preliminary surveys are being made by this com-
pany to build an extension from Cape Girardeau to Jackson,
Illmo, Edna and Chaffee.
Missouri & Kansas Interurban Railway, Kansas City,
Mo. — This company has filed an application with the Kan-
sas State Board of Railway Commissioners for permission
to issue $300,000 of stock to double track its line from
Thirty-ninth Street, Kansas City, to Overland Park, and
reballast the entire line, and for the acquisition of additional
power equipment.
Omaha, Sioux City & Northern Railway, Omaha, Neb. —
The Kansas Construction & Irrigation Company, Garden
City, Kan., has been awarded the contract by this company
tci build its 90-mile electric railway to connect Omaha, Blair,
Tekaman, Decatur and Sioux City. B. M. McCue and E. A
Te nnis, Garden City, are interested. [E. R. J., May 20, 11.]
Suffolk Traction Company, Patchogue, N. Y. — This com-
pany has completed and placed in operation its line from
Main Street, Patchogue, to Blue Point. It expects to have
its extension to Port Jefferson completed this summer. The
company has also been granted an extension of time in
which to build its line down Ocean Avenue to the Great
South Bay.
Western Ohio Railway, Lima, Ohio.— An extension from
Fremont to Tiffin is being considered by this company.
Oklahoma (Okla.) Railway. — This company is about to
begin the construction of another extension over one of the
three following routes, viz.: Yukon to El Reno, Moore to
Norman or Edmund to Guthrie. Just which one of the ex-
tensions will be built at the present time will depend upon
the decision of the board of directors, which will be made
within the next ten days.
Johnstown (Pa.) Traction Company.— Surveys have been
begun by this company to build an extension from Johns-
town to Westmont.
Ephrata & Lebanon Street Railway, Lebanon, Pa. — Con-
struction will be begun at once by this company on its 23-
mile electric railway between Ephrata and Lebanon. The
company is now on the market for construction material.
M. H. Shirk, Lincoln, secretary. Headquarters: Mentzer
Building, Ephrata. [E. R. J., June 24, '11.]
Pittsburgh (Pa.) Railways.— The Carnegie Company has
been awarded a contract by this company for 500 tons of
rails.
West Penn Railways, Pittsburgh, Pa.— The Crossen Con-
struction Company, Brownsville, ha-s been awarded the con-
tract by this company for the grading and masonry work
for a 2-mile extension from Masontown on the route to
the Martin works. This is part of the contemplated ex-
tension from Masontown to Morgantown, W. Ya.
Chattanooga Railway & Light Company, Chattanooga,
Tenn. — The double tracking of the Oak Street division in
Chattanooga has been begun by this company.
Nashville-Gallatin Interurban Railway, Gallatin, Tenn. —
H. H. Mayb erry, Nashville, president of the Fidelity Securi-
ties Corporation, which will build this line, states that con-
tracts will be awarded to build the following bridges: One
truss, 100 ft.; one through girder, 60 ft.; one deck girder, 60
ft.; one deck girder, 65 ft., delivery to be made at Nash-
ville within 60 days. The Fidelity Securities Corporation
has increased its capital stock to $300,000 which it has an-
nounced is fully subscribed. The number of directors has
been increased from five to nine. [E. R. J., June 24, '11.]
Amarillo Improvement Company, Amarillo, Tex. — A con-
tract has been made by this company and the Amarillo
Water, Light & Power Company whereby the San Jacinto
Heights electric railway will be operated by electricity.
The line will extend from Amarillo to San Jacinto Heights.
The service will begin on Nov. 1. [E. R. J., March 27, '11.]
Dallas, Tex. — E. T. Moore, manager of the Dallas Con-
solidated Electric Street Railway, Dallas, advises that a
company has not yet been organized to build the 30-mile
electric railway between Dallas and Waxahachie, via Lan-
caster, Red Oak and Sterrett. Stone & Webster, Boston,
Mass., will build the line. E. Moore, Dallas, manager.
[E. R. J., June 24, '11.]
*Ebenezer, Tex. — The Alamo Land & Sugar Company
will construct a 16-mile line to extend from Ebenezer to
various points upon its tract of 32,000 acres of land. The
construction will begin soon. It is proposed to operate
gasoline motor cars at first, but later the line is to be elec-
trified.
Gray's Harbor Railway & Light Company, Aberdeen,
Wash. — Plans are being made by this company to build a
three-mile extension of track in Aberdeen.
Twin City Electric Company, South Bend, Wash. — Ray
Fulcher and P. Pristoni, San Francisco, said to represent
Sanderson & Porter, New York, N. Y., have taken charge
of the preliminary work and construction of this railway
between South Bend and Raymond. J. O. Crary, who ob-
tained the franchise for this line, has assigned it to Sander-
son & Porter. [E. R. J., March 18, '11.]
Walla Walla (Wash.) Traction Company. — This company
is rebuilding and repaving some of its tracks in Walla
Walla.
Fairmont, Clarksburg & Grafton Railway, Clarksburg, W.
Va. — Final surveys have been made, the necessary stock
sold and construction will soon be begun by this company
on its 22-mile electric railway between Fairmont, Clarks-
burg and Grafton. Charles F. Sutherland, Morgantown,
president. [E. R. J., May 13, '11.]
Fairmont & Pittsburgh Railway, Fairmont, W. Va. — The
entire right-of-way has been secured by this company for its
80-mile electric railway between Fairmont, W. Va., and
Pittsburgh, Pa.
'Wheeling, W. Va. — Albert M. Schenk, Wheeling, and
associates have plans under consideration to build an elec-
tric railway between Wheeling, Parkersburg, Moundsville
and Sistersville. Franchises will be asked for at once.
Badger Railway & Light Company, Milwaukee, Wis. —
The Railroad Commission of Wisconsin has authorized this
company to issue 2550 shares of common stock of the par
value of $100 each. Stock of par value $216,000 is to be
issued and exchanged for the right-of-way and the grading
on which the company proposes an electric railway between
Whitewater and Lake Geneva, a distance of about 22 miles.
Stock of the par value $39,000 is to be sold for not less than
par to provide funds for the expenses of construction.
Gustav Pickhardt, 711 Majestic Building, Milwaukee, chief
engineer. [E. R. J., March 11, '11.]
SHOPS AND BUILDINGS
Vallejo & Northern Railway, Vallejo, Cal. — This company
expects to build a terminal station and repair shops at West
Sacramento. T. T. C. Gregory, Suisun, pre'sident.
Indianapolis & Cincinnati Traction Company, Indian-
apolis, Ind. — Plans are in progress by this company to re-
model its two-story depot at Rushville.
Des Moines (la.) City Railway. — In connection with its
plan to spend about $500,000 in improvements this company
is considering the construction of a new carhouse. No site
has as yet been selected for the structure.
Iowa City (la.) Electric Railway. — This company will
construct a new waiting room in Iowa City at the north
July 8, 191 1.
ELECTRIC RAILWAY JOURNAL.
101
end of its line where it intersects with the road leading to
the city park at Park Bridge.
Blue Grass Traction Company, Lexington, Ky. — A two-
story passenger and freight station will be constructed by
this company at Paris.
Northern Ohio Traction & Light Company, Akron, Ohio.
— This company has secured another block of land at the
corner of Boulevard and Lakeside Avenues, Akron, Ohio,
which will be added to that already purchased for its new
carhouses. In addition to the carhouses the company has
planned to erect a large repair and machine shop on a por-
tion of the land.
Portland Railway, Light & Power Company, Portland,
Ore. — Work will be begun at once by this com-
pany on the erection of a consolidated carhouse in Portland.
The cost is estimated to be about $500,000.
Tacoma Railway & Power Company, Tacoma, Wash. —
This company is having plans prepared for the erection of
a depot, construction on which will be begun shortly.
Fairmont & Clarksburg Traction Company, Fairmont,
W. Va. — The Owego Bridge Company, Owego, N. Y., has
been awarded the contract by this company to build its new
carhouse in Clarksburg. The structure will be located on
the land adjoining the present interurban station. It will
be 200 ft. long and of metal construction with a steel
trussed roof and upon concrete foundations. It will be five
tracks in width. The cost is estimated to be about $15,000.
James O. Watson, Fairmont, general manager.
POWER HOUSES AND SUBSTATIONS
Connecticut Company, Hartford, Conn. — This company
has completed the necessary changes in the power house at
Buckland and West Streets in Hartford. [E. R. J., May
27, '"■]
Indianapolis, Chicago & Meridian Railway, Indianapolis,
Ind. — It is reported that this company intends to build its
new power stations at Monticello and at Indianapolis.
M. J. Mooreland is interested. [E. R. J., June 10, '11.]
Boone (la.) Electric Company. — This company has
awarded a contract to the Allis-Chalmers Company for
two 1000-kw turbines, and another contract has been placed
with the Edge Moor Iron Company for three 400-hp boilers.
In addition to its street railway service the Boone Electric
Company has a central station which has just secured a con-
tract from the Chicago & Northwestern Railway to sup-
ply power for the operation of extensive new car shops
at Boone.
Des Moines (la.) City Railway. — This company has an-
nounced that at the power house on East Maple Street and
the river an addition will be constructed on the river end
of the present plant to contain a 2000-kw low-pressure tur-
bine with necessary condensers, switchboard and trans-
formers. A new coal and ash-conveying plant and an elec-
trically operated 30-ton crane will be installed at the power
station. Besides the 300-kw rotary converter to be located
at Klondike Junction, north of Grand View Park, a 500-kw
rotary will be located at Flint Junction.
Mahoning & Shenango Railway & Light Company,
Youngstown, Ohio. — Additions and improvements will be
made by this company at once at its North Avenue power
house in Youngstown. The capacity of the plant will be
increased 50 per cent, making the total capacity 13,000 kw.
The addition will be a one-story brick structure containing
over 1500 sq. ft. of floor space. The new equipment has
been contracted for and will include a 4000-kw turbine, a
12,000-sq. ft. surface condenser, a 200-hp pump for supplying
water for the condenser, and two 500-hp boilers, in addition
to boiler feed pumps and various other necessary auxiliaries.
Portland Railway, Light & Power Company, Portland,
Ore. — This company has completed its 8,000-hp steam plant
at the foot of Lincoln Street in Portland. This plant is to
provide for emergencies when transmission wires break
down. The structure is 160 ft. x 130 ft. and of reinforced
concrete construction. The plant consists of 16 boilers, one
reciprocating engine, two steam turbines and 2000-kw motor
generators. In addition, there are vacuum and circulating
pumps. The cost is estimated to be about $200,000.
[E. R. J., March 19, '11.]
Manufactures & Supplies
ROLLING STOCK
Columbus, Marion & Bucyrus Railroad, Marion, Ohio,
has purchased four 30-ton standard steam railroad gondola
cars.
Portland Railway, Light & Power Company, Portland,
Ore., has ordered through Pierson, Roeding & Company
six Brill 21-E trucks without wheels.
Morris County Traction Company, Morristown, N. J., has
ordered ten quadruple equipments of No. 101-B-8 railway
motors with type K-28-B control from the Westinghouse
Electric & Manufacturing Company.
Marshall (Tex.) Traction Company has ordered two
double equipments of No. 307 interpole railway motors with
type K-10 control from the Westinghouse Electric & Manu-
facturing Company.
Philadelphia (Pa.) Rapid Transit Company will shortly be
in the market for thirty elevated cars. The plans for the
rehabilitation of the property call for two hundred addi-
tional surface cars, but the company states that no definite
time has been set for the purchase of these cars.
Houston (Tex.) Electric Company, noted in the Electric
Railway Journal of May 6, 191 1, as having ordered five
double-truck, single-end cars from the St. Louis Car Com-
pany, has specified the following details for this equipment:
Seating capacity 40 Curtain material ... Pantasote
Length of body 26 ft. 6 in. Destination signs Hunter
Over vestibule 38 ft. 6 in. Wheel guards H-B
Width over sills.... 8 ft. 4 in. Hand brakes Ackley
Over all 8 ft. 7 in. Headlights Crouse-Hinds
Height, rail to sills, 3 ft. i l / 2 in. Motors 2 G. E.-219
Sill to trolley base 8 ft. Seats Heywood
Body semi-steel Trolley base Sterling-M.
Interior trim mahogany Trucks ....Brill 39-E
Roof arched Wheels chilled iron
Underframe composite Drivers 33 in.
Control GE K-36 Pony 21 in.
Couplers radial
Greenville, Spartanburg & Anderson Railway, Greenville,
S. C, has included the following in its specifications for the
seventeen four-compartment high-speed interurban cars
which are being built by the Jewett Car Company:
Seating capacity 60 Curtain fixtures .... C. S. Co.
Weight (body only) .38,000 lb. Curtain material ... Pantasote
Bolster centers, length, Fenders loco, type, pilot
39 ft. 5 in. Gongs 12 in.
Over vestibule 60 ft. Heaters Consol.
Width over sills 9 ft. 2 in. Headlights ....Crouse-Hinds
Over all 9 ft. 4 in. Journal boxes,
Height, rail to sills, A. E. R. A., Std.
3 ft. 8 in. Motors 4-1500-volt dc.
Sill to trolley base. .9 ft. 9^8 in- Motors inside hung
Body wood Sanders air
Interior trim mahogany Sash fixtures Edwards
Headlining Agasote Seats H. & K. Walkover
Roof monitor Seating material,
Underframe Composite leather and frieze plush
Air brakes. . .West. A. M. M. Trolley retrievers ... Knutson
Axles . . 6 in. Trucks,
Car trimmings bronze M. C. B., 7-ft. wheel base
Control for 1500 volt d.c. Wheels ...36-in. rolled steel
Couplers Tomlinson
The six cars ordered by the Piedmont Traction Company
will also be built in accordance with the specifications of
the Greenville, Spartanburg & Anderson Railway.
TRADE NOTES.
Indian Refining Company, New York, N. Y., announces
that its general and executive offices are now located per-
manently in the Whitehall Building, 17 Battery Place, New
York.
Ackley Brake Company, New York, N. Y., reports the
receipt of additional orders for Ackley brakes from Seville,
Spain and the Sao Paulo Tramway, Light & Power Com-
pany, Sao Paulo, Brazil.
Haskel & Barker Car Company, Michigan City, Ind., has
awarded a contract to the American Bridge Company for
102
ELECTRIC RAILWAY JOURNAL.
[Vol. XXXVIII, No. 2.
about 2500 tons of structural material to be used in the con-
struction of its new steel car shops.
Duffy & Boyd Hardened Copper Company, Gardiner,
Me., has been chartered in Maine to manufacture cop-
per trolley wheels. The authorized capital stock is $100,-
000. C. A. Messer is president and J. Boyd, Togus, is
treasurer.
Rush, Otis & Company, Chicago, 111., has been formed by
C. G. Rush and H. B. Otis to continue the old business of
C. G. Rush & Company. The new firm will act as electrical
contracting engineers, with offices at 69 West Washington
Street, Chicago.
Sangamo Electric Company, Chicago, 111., has removed
its Chicago office to 617-631 West Jackson Boulevard, where
it will occupy joint offices with the Delta-Star Electric Com-
pany, whose president, H. W. Young, is also manager for
the Sangamo Electric Company.
Pittsburgh, Transformer Company, Pittsburgh, Pa., an-
nounces that its Western sales agency is now conducted
by the Delta-Star Electric Company, 617-631 West Jackson
Boulevard, Chicago, 111. The Western agency was formerly
held by the Republic Electric Company, controlled by stock-
holders of the Delta-Star Electric Company. The officers
of the Delta-Star Electric Company are: H. W. Young,
president, and A. S. Pearl, secretary.
Wonham, Sanger & Bates, New York, N. Y., are circu-
lating a significant passage from the report of the Birming-
ham (Eng.) Tramways for the year ending March 31, 191 1,
to the effect that the adoption of C-H ampere-hour meters
on the cars resulted in a current saving of about £5,000
for the hr?t nine months' service. As previously noted in
these columns, the successful work of this meter abroad
led to its intioduction to American electric railways by
Wonham, Sanger & Bates.
Col. Henry G. Prout, vice-president and general manager
of the Union Switch & Signal Company, Swissdale, Pa.,
and formerly, for sixteen years, 1887-1903, editor-in-chief
of the Railroad Gazette, received last week from the Uni-
versity of Michigan the honorary degree of Doctor of
Laws. Colonel P'rout graduated from the University of
Michigan in 1871, with the degree of C. E., and in 1902
received from Yale University the honorary degree of Mas-
ier ot Arts.
The J. G. Brill Company, Philadelphia, Pa., has received
the following orders for export: M. E. Curwin, London,
Eng., fifty Brill 21-E trucks; Noyes Brothers, for Wanganui
Corporation Tramways, New Zealand, eight Brill 21-E
trucks without wheels and axles; Agar Cross & Company,
for La Plata Electric Tramways Company, Argentina, ten
Brill 21-ft. 4-in. semi-convertible car bodies mounted on
Brill 21-E trucks; Sao Paulo Tramway, Light & Power
Company, Brazil. 25 Brill 21-E trucks without wheels;
Thomas Barlow & Son, for Durban Corporation Tramways,
Durban, Natal, six Brill 21-E trucks without wheels and
axles.
Davis-Bournonville Company, Chicago, 111., announces
that it has been appointed by the Davis-Bournonville
Acetylene Development Company and the National Pneu-
matic Company to act as their exclusive selling agent for
welding and cutting apparatus, and has a.dded largely to
its working capital and executive force. The business of
the Davis-Bournonville Company will be divided into the
Eastern department, with offices in its present quarters, 90
West Street, New York, N. Y., and the Western depart-
ment, with offices at 515 Laflin Street, Chicago, the present
qua.rters of the welding department of the National Pneu-
matic Company.
American Mason Safety Tread Company, Boston, Mass.,
has shipped to the American Car & Foundry Company, New
York, at its Jeffersonville, Ind., shops red car karbolith
surfacing material for 19,500 sq. ft. and car karbolith for
21,000 sq. ft. for new passenger coaches for the Baltimore
& Ohio Railroad. This company is shipping to the Pressed
Steel Car Company car karbolith for flooring twenty-five
postal cars for the New York Central & Hudson River
Railroad; also 17,760 sq. ft. of red karbolith for passenger
coaches, and 2280 sq. ft. of karbolith for table tops. The
Interborough Rapid Transit Company, New York, has re-
cently received several consignments of carborundum kar-
bolith surfacing material.
Jones & Laughlin Steel Company, Pittsburgh, Pa., on
July 1 opened its own office in the Penobscot Building,
Detroit, Mich. It has been represented in Detroit hereto-
fore by F. A. Goodrich & Company. Frederick H. Holt,
now in charge of the office of F. A. Goodrich & Company,
will be district sales manager in Detroit. The Jones &
Laughlin Company will also open offices in the Pierce
Building, St. Louis, Mo., where the F. A. Goodrich Iron &
Steel Company has been representing it. E. D. Batchelder,
now in the sales department of the general offices of the
Jones & Laughlin Steel Company, will be district sales
manager in St. Louis. A. C. Pollock, in the sales depart-
ment of the general offices, has been put in charge of the
newly established Pittsburgh sales district.
Westinghouse Electric & Manufacturing Company, Pitts-
burgh, Pa., has received orders for power equipment from
the following companies: Chicago, Ottawa & Peoria Rail-
way, Ottawa, for substation equipment consisting of nine
110-kw, 33, ooo-volt oil-insulated, self-cooling transformers,
three five-panel switchboards and the necessary lightning
protective apparatus; Merchants' Light & Power Company,
Ogden, Utah, for four soo.-kw oil-insulated, water-cooled
transformers and five 75-light metallic flame arc lamp out-
fits; Kentucky Electric Company, Louisville, Ky., for one
1500-kw air-blast transformer with blower outfit. Foreign
railway motor business recently secured includes an order
from Walter Brothers & Company, Rio de Janeiro, Brazil,
for fifteen double equipments of No. 101-G motors with
type K-io-A control.
Standard Underground Cable Company, Pittsburgh, Pa.,
calls attention to the 'longevity of one of its underground
cables which was removed from a duct in Philadelphia
Sept. 22, 1910, owing to a re-arrangement of circuits. This
cable was installed during May, 1886, having been manufac-
tured by the Standard Underground Cable Company. It
had been in operation therefore continuously for over
twenty-four years, and at the time of its removal showed
absolutely no indication of deterioration in any way, not-
withstanding the fact that while the cable was sold to
operate under a working pressure of 600 volts, the circuit
had for years been used for 2000-volt arc-light service. The
insulation is of a saturated fiber, a type that, due to the in-
creasing demand for higher voltage, has been largely super-
seded. The cable is a No. 4 B & S. gage stranded conductor
made up of sixteen No. 16 B. & S. gage wires. The original
specifications called for a braid of cotton yarn over the lead
and its saturation with No. 2 P. & B. paint, to protect the
lead cover against chemical action.
ADVERTISING LITERATURE
Ansonia Brass & Copper Company, New York, N. Y., is
mailing a 36-page catalog which describes Tobin bronze.
The publication also contains tables showing the results
of various tests and commendatory letters from users of
Tobin bronze.
Standard Steel Works Company, Philadelphia, Pa., has
issued a new catalog on steel tires, giving in detail the
specifications which were adopted by the American Society
for Testing Materials. Illustrations, diagrams and a fac-
simile of dimension blank for sending orders are included.
General Electric Company, Scheneotady, N. Y., has is-
sued Bulletin 4818, which describes and illustrates its
flange and flexible couplings. Bulletin 4832 describes a
line of commutating-pole generators in which commutating
trouble is eliminated. These range in capacity from 20 to
150 kw a.nd are wound for 125, 250 and 575 volts. They may
be equipped with sliding base or with belt tightener, as de-
sired. Bulletin 4846 describes the company's alternating-
current switchboard panels. Bulletin No. 4852 contains
a description of the company's standard 50-ton electric
locomotive and its equipment, a.nd a statement of features
of construction which have made it particularly suitable
for the requirements of the heaviest interurban roads. The
bulletin also contains an information sheet for the use of
those considering the adoption of such a locomotive. Bul-
letin 4829 describes and illustrates electric locomotives for
industrial railways. These locomotives are built for both
standard and narrow gage.
Electric Railway Journal
A CONSOLIDATION OF
Street Railway Journal and Electric Railway Review
Vol. XXXVIII NEW YORK, SATURDAY, JULY 15, 1911 No. 3
PUBLISHED WEEKLY BY
McGraw Publishing Company
239 West Thirty-ninth Street, New York
James H. McGraw, President.
Hugh M. Wilson, ist Vice-President. A. E. Clifford. 2d Vice-President.
Curtis E. Whittlesey, Secretary and Treasurer.
Telephone Call: 4700 Bryant. Cable Address: Stryjourn, New York.
Henry W. Blake, Editor.
L. E. Gould. Western Editor.
Associate Editors:
Rodney Hitt, Frederic Nicholas, Walter Jackson.
News Editors:
G. J. MacMurray, Frank J. Armeit.
Chicago Office 1570 Old Colony Building
Cleveland Office 1021 Schofield Building
Philadelphia Office Real Estate Trust Building
European Office. .. .Hastings House, Norfolk St., Strand, London, Eng.
TERMS OF SUBSCRIPTION:
For 52 weekly issues, and daily convention issues published from time
to time in New York City or elsewhere: United States, Cuba and Mexico,
$3.00 per year; Canada, $4.50 per year; all other countries, $6.00 per
year. Single copies, 10 cents. Foreign subscriptions may be sent to our
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Requests for changes of address should be made one week in advance,
giving old as well as new address. Date on wrapper indicates the month
at the end of which subscription expires.
NOTICE TO ADVERTISERS.
Changes of advertising copy should reach this office ten days in advance
of date of issue. New advertisements will be accepted up to Thursday,
9 A. M., of the week of issue.
Copyright, 1911, by McGraw Publishing Company.
Entered as second-class matter at the post office at New York, N. Y.
Of this issue of the Electric Railway Journal 8500
copies are printed.
NEW YORK, SATURDAY, JULY 15, 1911.
CONTENTS.
Car-Roof Nomenclature 103
Transfers in New York 103
Problems of Midsummer 104
Interurban Coupler Standardization 104
Economy in the Carhouse 105
Venice Power Station of the Illinois Traction System 106
Hearing in Regard to Fares on Long Island Railroad 114
Hoops for Train Orders 114
Meeting of the Committee on Equipment 115
Fare Hearing in Massachusetts 120
Hearing on Joint Rates and Through Routes in New York 121
New York Meeting of Committee on Way Matters 122
Block Signals on Beebe Syndicate Lines 122
New Work of the South Shore Single-Phase 123
New Timetable of the Albany-Southern Railroad 123
Gasoline Weed Burner 124
Trolley Hart and Aligning Ear 125
Turbo-Generator Ventilating Device 125
New Freight Cars of Michigan United Railways 126
Non-Parallel Axle Truck Cars for Kankakee, 111 127
Multiple Coupon Transfer Used in New York 127
More Storage Battery Cars for the Third Avenue Railroad, New
York City 128
New Material for Car Headlining 12S
News of Electric Railways 129
Financial and Corporate 133
Traffic and Transportation 136
Personal Mention 137
Construction News »»"
Manufactures and Supplies 141
Car-Roof Nomenclature
[n every industry new names from time to time must be
coined or adapted to distinguish new methods, devices or
constructions. In the early days of electric railways the
word "interurban" was fittingly applied to cross-country
lines connecting different towns and cities, and many other
terms might be mentioned which have found their way into
the nomenclature of electric railway work. In car design
some of the names which have been invented or adapted
have been truly descriptive, while others have been collo-
quial and almost meaningless. In some cases several differ-
ent names have been applied to the same part or type of
construction. One of the most striking examples of this
diversified nomenclature is the variety of names which have
been applied to the type of car roof in which no monitor
deck is used and the roof is formed in a smooth sym-
metrical curve from one side to the other. Some of the
names which have been applied to this construction
are "turtle-back roof," "segmental roof," "elliptical roof,"
"flat-arch roof" and "arch roof." All of these are intended
to be synonymous and their indiscriminate use leads to un-
necessary confusion. The name "arch roof" is more nearly
descriptive and general in its application to different varia-
tions of design than any of the others, and this term has
been used throughout in the new Electric Railway Dic-
tionary. One of the objects in preparing the Electric Rail-
way Dictionary was to bring about standardization of terms
such as these, and carbuilders, master mechanics and others
cannot do better than to follow the Dictionary as a guide.
Transfers in New York
In spite of the fact that the rapid transit question is by
no means settled in New York City, the Public Service
Commission, First District, has decided to begin an im-
mediate investigation into the desirability of requiring the
surface railways to adopt air brakes on all of their cars
and has also begun a series of hearings at which the railway
companies are requested to present reasons why a prac-
tically universal system of transfers should not be required
on all the lines in Manhattan Borough. The first hearing
on this subject was held July 6, and while the proposed
order of the commission does not require the exchange of
transfers at every junction point a sufficient number are
mentioned so that most of the independent cross-town and
longitudinal lines are concerned. It is somewhat difficult
to know just what additional testimony on this subject is
expected or desired. The topic was investigated by the com-
mission very thoroughly about two years ago and the testi-
mony elicited at those hearings was published in this paper.
We know of no material developments since that time
which would warrant the companies in looking upon the
ic>4
ELECTRIC RAILWAY JOURNAL.
[Vol. XXXVIII, No. 3.
issue of transfers between independent lines with any
greater favor than they did at that time. But there has
been agitation on the subject at Albany, and an official repe-
tition of the facts which should be obvious may be needed
for the education of the up-State legislators. If this is the
case, the campaign of education should be thorough and
those Assemblymen and Senators who stood sponsors for
the bills and strongly advocated them should be required to
be present in New York at all the hearings until the entire
series is completed. This would be a punishment to fit the
crime.
Problems of Midsummer
The extraordinary period of hot weather which has
extended over the greater part of the eastern half of this
country during the past two weeks has brought its problems
to electric railway managers. While men engaged in other
work have been able to flee to the seashore or mountains
for relief, railway operation has had to go on with the
added burdens of providing a service for those who have
to get their fresh air and their recreation on the electric
cars and with a force of employees enervated by the torrid
heat. The verdict as to the cause of the terrible disaster
on the New Haven railroad has not yet been rendered, but
it is not at all unlikely that the engineer who appears to
have caused the accident by having disobeyed or forgotten
an order was rendered less alert in mind by the tropical
period through which the country has been passing. Cer-
tainly it is not at all unusual for accidents on electric rail-
ways to increase during warm weather. This is partly due
to the fact that the employees are less quick to realize op-
portunities for accidents and avoid them, and also because
the public is in the same condition and is unable to take care
of itself. At one time a continuance of the thermometer
for a week or more among the nineties would have meant
a large increase in number of motor burn-outs. This was
when the factor of safety, or rather the character of con-
struction and the overload capacity of railway motors,
was lower than at present. Fortunately, improvements
in insulation have reduced this trouble. A greater possi-
ble source of danger lies in overloaded and poorly
ventilated generating and transforming apparatus and in
transmission cables forced to carry greater loads than
those for which they were intended. The heated season,
however, is the time of greatest traffic to a great many com-
panies. The three months or so of summer form the
principal reason for their existence. On such roads the
training of employees forms a special and very serious
problem because, as a rule, the greater part of the force
of both motormen and conductors have to be broken in just
for this period. It is a satisfaction to know, however, that
the ideas of both the public and the management as regards
the proper dress for railroad employees are more sensible
than formerly. At one time it would have been considered
undignified, if that is the proper term to use, for motor-
men to discard their coats at any time. Now the men
have that privilege even on Broadway, New York. Even
the rule of increased traffic in hot weather has its excep-
tions, and several roads have reported that traffic has fallen
off somewhat during the past two weeks because it has been
"too hot to ride."
INTERURBAN COUPLER STANDARDIZATION
A standard coupler for interurban service is greatly
needed by the interurban railways of the Central States
and should be adopted by all roads operating large cars in
trains of more than one unit. Briefly, the reasons which
urge this course are safety, facility of interchange and
economy. The need for greater facility of interchange
is probably the most important factor now urging coupler
standardization. All interurban roads, to a greater or less
extent, handle steam cars over their lines and most of the
roads at present use some form of shackle bar, even for
pushing and pulling cars on straight track. Similarly, the
network of interurban lines in Ohio and Indiana has seen
such a rapid growth in its freight and passenger traffic
during the last few years that interline service with trains
of several cars has become necessary. Some electric roads
regularly handle interline freight in connection with steam
roads and so uniform coupling devices are required. A
number of groups of roads now operate or are planning to
operate trailers in interline service. The trail car, either
passenger or freight, is drawn in turn over each separately
owned portion of the route by being attached to a regular
train. At junction points the trailer is uncoupled from
the motor car of the delivering road and coupled to the
motor car of the connecting line, which hauls it over an-
other division of the route and in turn delivers it to destina-
tion or to another road for transportation to destination.
Thus, through trail cars on these long routes are handled
by the motor cars of several companies, and service can be
operated with safety and facility only when all cars are
equipped with uniform couplers. The groups of roads oper-
ating this through trailer service have, of course, equipped
their cars with the same type of coupler, but the couplers
used by one group of roads frequently will not satisfactorily
intercouple with those used by another group, and so, when
a variation in routing is required, some compromise coup-
ling, such as a shackle bar, must be used.
Economy in first cost and in maintenance charges should
also follow coupler standardization. At the present time a
manufacturer must be prepared to supply a variety of. types
of couplers which, if reduced in number and manufactured
in larger quantities, could be sold at a lower price. In like
manner, the purchaser of couplers, when only a standard
design is used, will need to carry in stock the minimum
number of repair parts.
About a year ago, urged by the foregoing reasons, the
Central Electric Railway Association's standardization com-
mittee held several meetings and recommended to the asso-
ciation fourteen requirements for a standard coupler. Later
these requirements were approved by the association. Now
the equipment committee of the Engineering Association,
as reported in this issue, has concluded several conferences
with coupler manufacturers and also a joint meeting with
the Central Electric standardization committee, so that it
has information available with which to formulate at least
tentative requirements for a standard coupler. The equip-
ment committee is not going so far in the recommendation of
details as did the Central Electric Railway Association, the
reasons no doubt being the newness of the problem and the
desire on the part of the equipment committee to lay down
July 15, 1911.]
ELECTRIC RAILWAY JOURNAL.
105
only such requirements as may now serve to point the roads
and coupler manufacturers toward a uniform type that will
meet present requirements and yet allow sufficient freedom
for development.
The chief controlling requirements as finally considered
by the committee at the Indianapolis meeting are worthy
of special mention. The first was that couplers must couple
by impact with all M.C.B. couplers used by steam roads.
This means the use of the M.C.B. contour and vertical-
plane type of coupler. The second, "couplers must have
radial drawbars," is a necessary requirement on account of
the long overhang of interurban cars and the sharp curves
around which they must operate. These conditions call for
comparatively long drawbars, which generally are pivoted
so that a coupler may swing through an arc of 120 deg., or
to the limits imposed by the car steps, which in some
cases have to be cut away to provide for a maximum swing
when 65-ft. cars are hauled around 33-ft. radius curves.
Another requirement, that the coupler must provide for
successful operation over irregularities in grades met in
interurban practice, is fair because it qualifies the design
for the service to be performed. The committee also, after
considerable discussion regarding the repair problem in
interchange service, inserted a clause to the effect that
couplers should have shanks of such dimensions that in an
emergency an M.C.B. coupler might readily be substituted.
This method of repairing couplers probably would be used
very infrequently in the interchange service as now given,
but the continued growth of interchange between steam and
electric roads warranted the committee in making such a
provision for the future. The limit of angularity between
the axes of two couplers was put at 8 deg., so that slack
would not unduly accumulate in long trains and the require-
ment was inserted that couplers must withstand the stresses
occasioned by pushing cars around curves. Other require-
ments were that all couplers must permit uncoupling with-
out requiring employees to go between cars and must have
knuckles limited in height to between 11 in. and 16 in.
In part these recommendations of the committee for
standard requirements which the Engineering Association
should lay down for standard couplers are incomplete be-
cause they do not say whether coupler heads should or
should not be rigidly locked together against vertical move-
ment. The committee requires, however, that all makes
of interurban couplers must couple and operate properly
with each other. At the present time there is considerable
controversy as to whether coupler heads should be held
together rigidly, as with the center lock, or should be per-
mitted to have vertical movement to the full height of the
knuckle. Couplers designed according to each of these
principles have found favor in the field, and, while each will
meet all the other requirements, the two types of couplers
will not operate properly with each other, although they
will intercouple. The combination of a coupler with a
center lock and one with a bracket-arm attachment for
preventing lateral movement would operate satisfactorily
sc long as the coupler heads were under tension. But
buckling will occur when cars are pushed around curves
because the anti-buckling devices on the two couplers will
not mate with each other and therefore will be inopera-
tive.
Thus the committee has left leeway for the development
and the acceptance by the roads of either the coupler with
center locks or that without. Similarly the committee has not
definitely stated whether standard couplers should provide
for operation over irregularities in grade by the slipping of
one knuckle inside of the other, as in M.C.B. practice, or by
flexible carriers, as in the case of rigidly locked coupler
heads. Both methods are satisfactorily followed in electric
railway practice. The two foregoing indefinite points are
very important, and until they are arbitrarily decided
coupler standardization cannot proceed to the extent that is
desired.
ECONOMY IN THE CARHOUSE
Although it is difficult to evaluate possible small im-
provements in the conduct of work in the carhouse, there
are few places on the system where the introduction of
labor-saving methods pay better. It is surprising how
many tasks performed here are repeated in the course of a
year. In the large repair shop a considerable quantity of
new work is usually being carried forward with routine
maintenance, but in the carhouse, which is frequently con-
fined to the handling of lighter repairs, the greater p"art of
the work done resembles what has been often performed be-
fore, and it is consequently susceptible to minor better-
ments to a multiplied degree.
Among the possible lines of attack on the problem of car-
house economy of operation is the matter of stock dis-
tribution. Experience tends to show that it is advisable to
maintain, at least during the daytime, some degree of sub-
storage outside the main stockroom. The practice of keep-
ing a few brakeshoes at the pit where repairs are made and
of carrying a few sizes of bolts in portable tool boxes saves
time otherwise spent in trips to and from the stockroom,
and this material can easily be checked as sent out. Al-
though it is an old story, too much emphasis cannot be laid
upon the importance of labeling all bins accurately in the
stockroom and of providing enough bins to forestall any
need of miscellaneous storage of supplies on the floor. An-
other improvement worth considering is the equipment of
transfer tables with brakes, so that the sudden kick of the
car as it is leaving the table for the permanent track will
not result in a derailment. The proper tagging and requi-
sitioning of material sent to the shop or main storehouse
from the carhouse as a sample to be duplicated is a potent
source of economy, since the failure to handle this par-
ticular task accurately and completely sometimes results in
the receipt of spare parts which do not fit the equipment at
the local house, with resulting delay in returning cars to
service and increased costs of transporting supplies over the
system. The wear of parts to the limit of reliability also
deserves consideration. Controller fingers should be re-
tained even when the tips need renewal, and the life of tips
is almost always increased if they are reversed and thus
have the opportunity to wear more evenly. With the multi-
plicity of parts in modern car equipment it is easy to make
the wrong attachments at times, as in mixing relay studs in
multiple-unit-control maintenance. Upon such small points
may rest the integrity of high-powered motors when carry-
ing their service loads.
io6
ELECTRIC RAILWAY JOURNAL.
[Vol. XXXVIII, No. 3.
Venice Power Station of Illinois Traction System
This Station Was Made Necessary by the Entrance of the Illinois Traction System into St. Louis.
Been Completed and Possesses Many Interesting Features.
It Has Recently
Before the completion of the large new St. Louis termi-
nal facilities of the Illinois Traction System energy for the
100 miles of line south of Springfield was transmitted at
33,000 volts from the generating station near Springfield.
The large increase in interurban freight and passenger
traffic in and out of St. Louis, the addition of thirty street
cars for service between St. Louis and the tri-cities —
Alton, Granite City and Venice — and the recent acquisition
of commercial power customers for the local lighting sys-
tems of this company made necessary the construction of
a generating station at some point near St. Louis. Accord-
ingly, as announced in earlier issues of this paper, plans
were made about two years ago for
the construction of the first half of a
large, modern type station to be lo-
cated in Venice near the east ap-
proach to the McKinley Bridge over
the Mississippi River. This station
was put into service on Oct. I, 1910,
and now handles the load of the
local street car lines, the interurban
passenger and freight lines and the
lighting and commercial business of
the Madison County Light & Power
Company. Local current for rail-
way operation is distributed at 650
volts. The interurban substations
for the 100 miles of line are supplied
over a 33,000-volt transmission line
and the city feeders of the local
lighting companies are supplied with
2300-volt, 60-cycle current from fre-
quency converters in the large new
station.
Some of the constructional fea-
tures of the new Venice station
winch are of particular interest are
the foundation work designed to
meet a 40-ft. rise of water in the
Mississippi River, the intake and
discharge system designed to meet
the same water conditions and built in quicksand, and
the coal-handling facilities. The latter provide for the
automatic handling by gravity of coal to the boilers and
ashes from the boilers with the use onlv of stand-
ard steam railway cars. In addition, the electrical sec-
tion of the new station has been designed with high re-
gard for continuity of service and, as in the case of the
steam equipment, an especially generous amount of room
has been apportioned to each piece of apparatus. The
present steam and electrical generating units have sufficient
capacity to handle the existing load, but provision has been
made in the design so that the largest generating units
now available may be installed when the expected increase
in load makes this a necessity. The accompanying illus-
trations from drawing and photographs show the control-
ling dimensions and appearance of the large new station.
BUILDING LOCATION
The site of the new Venice power station is about 3.5
miles from the business center of St. Louis. It is located
close to the Illinois approach to the McKinley Bridge and
about 800 ft. from the average shore line of the Mississippi
River. The elevation of the double tracks on the bridge
is 5 ft. higher than the elevation of the double tracks over
the coal bunkers in the boiler house, and thus, by means of
a steel trestle, coal trains are shunted directly over the
bunkers from the main-line tracks.
The soil conditions and the probability of a variation in
water level of about 40 ft. required that particular attention
be given to the foundations of the power-station structure
and machinery. The Traction System owns sufficient prop-
erty so that the size of the station can be doubled later.
FOUNDATION WORK
The ground dimensions of the completed portion of the
new station are 138 ft. 6 in. x 192 ft. 3 in., and the structure
from the level of the sub-basement floor to the top of the
side walls is 92 ft. high. The two most important factors
Illinois Traction Power Station — View from Southwest
considered in the building of the foundations for the struc-
ture and the machinery were the underlying bed of quick-
sand on the shore of the river and the known water-level
variation of 38 ft.
The height of the condenser and piping floor is at the
high-water level, and the machinery floor is still 12 ft. 6 in.
higher. The sub-basement floor is 17 ft. below high-water
level and 21 ft. above low-water level. The basement and
sub-basement form a concrete box whenever the water level
reaches 21 ft. above the floor. The hydrostatic pressure
tending to lift the sub-basement floor will be very great,
and to have provided for the stresses would have required
considerable reinforcing material in the heavy concrete
work. If this sub-basement had been utilized for ma-
chinery the foundation work must also necessarily have
been watertight. Therefore, it was decided to place below
the high-water level none of the power-plant machinery
except that which might be submerged. This would allow
the sub-basement to be filled with water whenever the
water level outside of the station became so high as to
put the sub-basement floors and walls under stress. Thus
no reinforcing was needed and it was not necessary to
waterproof the large substructure. A section and plan of
this intake appear on page 112.
July 15, 1911.]
ELECTRIC RAILWAY JOURNAL.
107
CONCRETE PILING
The concrete foundations of the power plant and its
machinery rest upon 500 concrete piles having an average
length of 22 ft. 2]/2 in. These piles were built in the
ground according to the Raymond process. A sheet-steel
been necessary to cut off the piles at the floor level, while
with the Raymond piles no concrete was placed above the
desired elevation. The piling was grouped under the side
walls and under the machinery foundations, according to
the loads to be sustained. After the 500 piles had been
Illinois Traction Power Station — Steel Work During
Erection
metal core inclosed in a steel shell was driven in to suffi-
cient penetration and then the core was withdrawn, leaving
the steel casing in place. Concrete was then deposited in
the casing up to the desired height. In general, the piles
were 8 in. in diameter at the bottom and 18 in. in diameter
Illinois Traction Power Station — Foundations During
Erection
sunk their heads were covered with a sub-floor slab of
concrete 3 ft. thick. This slab is approximately 200 ft. x
140 ft. in area, and ties the tops of all the piles together
and also distributes the stresses imposed by the super-
structure and its foundation walls. Approximately 9000 cu.
Illinois Traction Power Station — Ash Pit, Track and Coal Crusher
at the top. Those piles which were tested stood loads of
60 tons each. The engineers state that by the use of this
method of pile-sinking considerable economy was effected
over the use of ready-made concrete piles. With the latter
type, after penetration had been reached, it would have
yd. of concrete were used in the substructure and founda-
tions installed in this power station. About $75,000 was
spent for raising the elevation of the floors above water
level. This expenditure would not have been necessary
had it been possible to locate the plant on higher ground.
io8
ELECTRIC RAILWAY JOURNAL.
[Vol. XXXVIII, No. 3.
BUILDING SUPERSTRUCTURE
The superstructure of the building consists of three
principal sections: a boiler house, 80 ft. wide, an engine
room, 73 ft. wide, and a series of electrical galleries, 30 ft.
wide. All three sections are 134 ft. long. The walls of
the superstructure are of red brick, trimmed with white
stone. The roofs are made of book tile covered with Cary
roofing. The structural steel work weighed 750 tons and
was installed by the McClintic-Marshall Company. The
concrete substructure was placed by the Myers Construc-
tion Company, and the concrete and brick superstructure
by the Fruin & Colnon Construction Company.
All partitions and floors are made of fireproof material.
The floors are carried by the structural steel work, which
in turn supports arched concrete slabs reinforced with
Clinton wire cloth. The interior walls are laid with light-
colored sand-lime brick and a white enamel-brick wainscot.
Metal stairways are installed and have steps made of in-
verted channel iron filled with concrete treads. The chief
engineer's office on the switchboard gallery is finished in
As will be noted from the plan, the boiler-house space
provides for duplicating the boiler equipment and the stack.
The stack into which the present boilers exhaust is of the
self-supporting steel type and is 12 ft. in diameter and
200 ft. high. It has a brick lining extending to the top.
The lining is not tied to the steel work because of the possi-
bility of damage by reason of unequal expansion. A
tapered sheet-steel smoke flue connects the furnaces with
the stack. As the ultimate plant will include two stacks,
each serving twelve boilers symmetrically placed on either
side in groups of six, the layout of the smoke flue has been
designed to take care of the future boiler installation.
Only one opening into each stack will be made.
COAL-HANDLING FACILITIES
Fuel is received over the interurban line, and thus can be
brought from either the nearby steam connections or from
the mines owned and served by this company. The location
of the new plant near the McKinley Bridge made feasible
the very economical coal-handling arrangements which
have been provided. Two standard-gage tracks connecting
Illinois Traction Power Station — Engine Room from East End
oak. Close to the office are the toilet facilities, which in-
clude shower baths and Merritt steel clothes lockers with
expanded metal doors.
The engine room is served from end to end by a 30-ton
Case crane with its runway placed 47 ft. 6 in. above the
floor. This vertical clearance will permit the installation
of large steam turbines or marine engines, according to
the future requirements.
BOILER PLANT
The boiler plant, as so far required, includes six O'Brien
water-tube boilers of 608 hp each. These are equipped
with the Illinois Stoker Company's chain grates. Each
boiler has a Foster internal superheater adding about 80
deg. superheat. The stokers are operated by a line shaft
driven either by an electric motor or by a stoker engine
and the draft of the stack is controlled by a Spencer
damper regulator.
with the main-line tracks on the Illinois approach to the
bridge are carried on a steel trestle which leads directly to
the end of the boiler house and then over the full length
of the coal bunkers. In this way an electric locomotive
may handle a train of ten cars directly from the main line
into the boiler house, where the coal may be dumped into a
series of steel hopper-bottom bunkers having a storage
capacity for 800 tons. Elevated track space is also pro-
vided for storing about 300 tons additional fuel.
The elevation of the bunkers in the boiler house is such
that coal will flow by gravity directly to the chain-grate
stokers. The ashes from the furnaces fall into concrete
storage hoppers. Gates at the front of these hoppers per-
mit the cinders to be dumped easily by gravity directly into
a standard gondola car on a track extension into the sub-
basement of the boiler house. Thus when the cinders have
been placed in these cars they do not require to be rehan-
July 15, 1911.]
ELECTRIC RAILWAY JOURNAL.
109
died before they are shipped along the road for use as fill-
ing.
The method of handling fuel as just described presup-
poses that the coal is small enough for use with the stokers.
Whenever lump coal is received the cars are spotted on
the approach trestle directly over a steel hopper, which holds
two carloads. Beneath this hopper is a motor-driven crusher
from which the coal in turn falls directly into another car
located on a track at an elevation midway between the main
tracks which lead from the bridge approach and the ash
track below the boiler-house floor. After a carload of coal
has been run through the crusher the yard locomotive takes
it around a "Y" and up on to the bridge approach and then
into the boiler house above the bunkers.
The motor which drives the coal crusher also drives a
steam piping extends above the engines or turbines to re-
strict the use of the overhead crane. Moreover, the high-
pressure piping and the heavy fittings are easily supported
and are in such position that a man can work upon them
without ladders or scaffolding.
A free exhaust main, 36 in. in diameter, extends the full
length of the engine-room basement and is connected with
the atmosphere by a 36-in. spiral-riveted pipe, extending
through the roof of the engine room.
When the boiler equipment is duplicated on the opposite
side of the firing aisle the high-pressure steam header will
be continued in a loop around one end of both rows of
boilers and cross-connected at two points, thus making it
possible to subdivide the boiler plant into any desired num-
ber of units of two boilers each.
winding drum which, with its cable, is designed to pull a
gondola car loaded with ashes out of the basement. The
cars of ashes, in moving out of the boiler-plant basement,
have to ascend a short length of 12 per cent grade. Never-
theless, with the electric winch the entire run of ashes for
one day's operation can be removed from the plant in ten
minutes.
STEAM PIPING
The main steam header is located on the boiler side of
the partition wall between the engine and boiler rooms. It
is 20 in. in diameter and at an elevation of 8 ft. below the
boiler-house floor. The header and its fittings are firmly
supported on a row of concrete pedestals. Steam connec-
tions from the boilers above are 10 in. in diameter, and
the engine connections pass directly through the power-
station division wall and up through the engine-room floor
to the throttle valves. Because of this arrangement no
GENERATING EQUIPMENT
The present generating equipment occupies but one-half
of the floor space provided for engines and turbines. Thus
space is available for doubling the generating equipment if
units of the present size are installed, or for greatly increas-
ing the capacity if desired, since the building, sub-founda-
tions, etc., are arranged to accommodate much larger units
than now are used. The present main units include one
1000-kw General Electric 2300-volt, 25-cycle generator,
driven by a Hooven-Owens-Rentschler cross-compound,
horizontal engine with cylinders 26-in. and 52-in. x 48-in.
stroke, and a 3000-kw Curtis turbine also delivering 2300-
volt, 25-cycle current. These two generating units are run
in parallel and the station, when desired, is paralleled over
a 33,000-volt transmission line with the Riverton power
station located near Springfield, 112 miles away.
Alberger condensers are used for both the Corliss engine
no
ELECTRIC RAILWAY JOURNAL.
[Vol. XXXVIII, No. 3.
July 15, 1911.]
ELECTRIC RAILWAY JOURNAL.
in
112
ELECTRIC RAILWAY JOURNAL.
[Vol. XXXVIII, No. 3.
and the Curtis turbine. The turbine condenser is of the
base type subdivided into two sections. The engine con-
denser is of the standard form having 2400 sq. ft. of cooling
surface. The wet-vacuum pump for the latter condenser
is connected so that it may be used to remove air from the
intake and assist the smooth running of the large circulat-
ing pumps. All the condensing machinery is located in the
Illinois Traction Power Station — 33,000-Volt Busbar Room
basement beneath the generating machinery, as are the
pumps for the Turner oil-filtering system and the step-
bearing pressure pumps.
Two 4000-hp feed-water heaters have been installed, one
of Cochrane and the other of Webster manufacture. These
heaters are so connected by piping that either one may be
run singly or the two may be run in multiple. They use
only the exhaust from the steam auxiliaries.
Two H. R. Worthington boiler-feed pumps, each large
enough for the ultimate installation, have been installed.
The main boiler-feed pipes leading from the pumps to the
boilers are black iron lined with copper. This copper lin-
ing has been provided so that any precipitate will not col-
lect on its smooth surfaces as it would on iron pipe.
It is interesting to note the efficiency of the feed-water
heating system in purifying the Mississippi River water
used for boiler feeding. This water, as taken from the river,
contains on an average 16.32 grains of solid matter per gal-
lon. After the water has been passed through the heaters
but 5.24 grains of solid matter per gallon remain, and as
the river water is soft it is good for boiler feeding.
SUPPLY OF CIRCULATING WATER
The circulating water for the condenser equipment is
taken from the Mississippi River and a system of intake and
discharge piping has been installed which is sufficient for
28,000-hp engine capacity, the proposed ultimate capacity of
this plant. The river side of the power plant is 800 ft.
from the average river's edge. Briefly, the water is led by
gravity to an intake well near the shore line. Circulating
pump suction is taken from this well to the power house,
where vertical steam pumps lift the water through the
condensers. The sub-basement of the section of the power
plant utilized by the electrical galleries incloses the intake
and discharge pipes.
The most important feature in connection with the intake
conduit is the steel-and-concrete caisson or intake well.
This well is connected with the river through a cast-iron
bell-and-spigot gravity intake pipe 48 in. in diameter. The
pipe is carried in saddles fastened to piling. Originally it
was planned to obtain water by means of a gravity intake
from the river to the power house, but the presence of
quicksand made it desirable to arrange for locating the
intake pipe near the surface of the ground.
An illustration shows the arrangement of the gravity suc-
tion connections to and from the intake well and also shows
the design of the well. The intake well is a steel caisson
lined with concrete and having a concrete floor 6 ft. thick.
This caisson was built in sections above the surface of the
ground and sunk by its own weight. It is 16 ft. in diameter.
At the commencement of the work a steel cylinder 16 ft.
in diameter and 6 ft. high was equipped with cutting edges
o a * 6 a
Scale in Ft
Illinois Traction Power Station — Section and Plan of Intake
and placed directly over the final location. Then a lining
of concrete 1 ft. thick was placed within the shell and as the
earthen core was removed the shell sank into the ground.
Other steel shells were added until the caisson had
been sunk to a depth of about 40 ft. Then the quicksand
was reached and it was seen that unless some special pro-
vision was made the caisson would sink below the desired
July 15, 1911.
ELECTRIC RAILWAY JOURNAL.
ir
level. Accordingly a temporary concrete bulkhead was
placed near the top and air locks were provided. The in-
terior of the caisson then was put under an air pressure of
10 lb. while the work was completed. When the caisson hau
been sunk to the desired level a floor or base of concrete 6
ft. thick was placed. This extreme thickness of concrete
was found necessary in order to give the caisson sufficient
weight to overcome its buoyancy.
After the caisson structure had been
completed the 48-in. gravity intake pipe
from the river was installed and pro-
vided with a gate valve and operating
staff extending nearly to the top of the
well. The 48-in. intake connection from
the pipe leading to the power house was
placed in the well. This is provided
with a foot valve and a circular screen
which may be raised for cleaning. The
intake well is located on the harbor line
just below one of the large piers of the
McKinley Bridge. This pier rests on
solid rock and thus effectually protects
the intake well from damage. The con-
nection between the in cake well and the
power plant is made with 48-in. bell-and-
spigot pipe buried at a depth of 18 ft.
below the ground surface. The pipe
sections are 12 ft. long and weigh 8000
lb. each. Each section of pipe rests on
two saddles, each in turn supported by
two piles. The three lengths of pipe
nearest the caisson are secured to it
by tension rods provided with turn-
buckles. The piece of land through
which this pipe extends is protected from the action of the
water by a riprap deflection levee 80 ft. wide located under
the approach to the McKinley Bridge.
Within the power station sub-basement the circulating-
water pipes connect with the intake openings of two duplex
outside-packed steam pumps having water cylinders at the
level of the intake pipe and steam cylinders located on the
engine-room floor about 30 ft. above. The circulating pump
Two General Electric 1800-kw railway rotary converters.
Two 500-kw a.c. motor generators for changing fre-
quency from 25 cycles to 60 cycles for lighting distribution.
Two Westinghouse exciter sets of 100-kw capacity each,
one driven by a motor and the other by a horizontal tur-
bine.
The electrical galleries, as earlier stated, are located in a
Illinois Traction Power Station — 2300-Volt Busbar Room
fireproof subdivision of the power plant parallel with the en-
gine room. The sub-basement of this section contains cir-
culating water pipes ; the section at the engine-room base-
ment level contains the step-up transformers and above this
are a 2300-volt switch room and a 33,000-volt switch room.
The switchboard gallery overlooks the engine room and is
directly above the pump room. The switchboard, which is
largely of Westinghouse manufacture, is 70 ft. long and
Illinois Traction Power Station — Boiler Room
for the turbine condenser has a capacity of 9000 gal. per
minute and that for the Corliss engine condenser 1500 gal.
per minute. Both pumps are of Blake manufacture.
ELECTRICAL MACHINERY
In addition to the two 2300-volt, 25-cycle main generating
units the following machines have been installed on the
engine-room floor :
Illinois Traction Power Station — Switchboard Gallery
contains forty-two panels. Fourteen of these panels are
for 2300-volt, 60-cycle lighting distribution to Venice,
Granite City and Madison, and carry Terrill regulators for
the 60-cycle side of the frecuiency changers. There are also
three exciter panels, three 33,000-volt transformer panels
with Westinghouse remote-control oil circuit-breakers,
seven extra panels for additional generators and lines, one
It
TI 4
engine and one turbine panel equipment with motor-oper-
ated speed control, six rotary-converter panels, of which
two are not used, and seven d.c. trolley feeder panels.
The switchboard is illuminated by lamps which are placed
about 6 ft. in front of the board and are provided with
projecting reflectors.
The switchboard transformers and high-tension and low-
tension a.c. connections and outlets are symmetrically ar-
ranged in accord with the arrangement of switchboard
panels. The busbar and transformer sections of the elec-
trical galleries, as already described, are subdivided into
three separate rooms, one above the other, each room
extending throughout the length of the building. The room
at the intermediate elevation contains the 2300-volt buses,
which are fed directly from the solenoid-operated oil
switches connecting with the main generating units. From
the 2300-volt buses current is taken downward through the
floor to the transformers in the room below, where it is
either stepped up to 33,000 volts for transmission to substa-
tions or stepped down to be converted in the rotaries. The
step-up transformers are oil-insulated, water-cooled West-
inghouse units, three of 400-kw capacity and three of 1000-
kw capacity. Provision has been made for duplicating this
equipment. The rotary-converter transformers are also oil-
insulated and water-cooled, but are of General Electric
manufacture. There are six of these, each of 66o-k\v
capacity.
The 33,000-volt connections from the step-up transform-
ers are carried up wall chimneys to the top room, in which
the buses and line switches are located. A Westinghouse
gravity break fuse on two of each of the three-phase lines
connects with a potential transformer located in a fireproof
compartment. Current transformers for the switchboard
ammeter are placed on each leg. The outgoing transmis-
sion lines are protected by banks of electrolytic arresters.
The arrangement of buses in this station is similar to
that in the other generating stations of the Illinois Trac-
tion System at Danville, Riverton and Peoria, so that opera-
tors may quickly learn to handle the equipment in the dif-
ferent stations.
The transformer room is served throughout its length by
a 10-ton crane built by the Curtis & Company Manufactur-
ing Company. Sufficient space is available in each of the
bus rooms and in the transformer room to double the instal-
lation of the electrical apparatus. The bus structures are
made with walls of red brick and horizontal markings of
marble. The oil switches, which are of the solenoid-oper-
ated type, are installed in compartments directly under the
bus structures.
The engineering and construction work on this station
was executed by the members of the engineering depart-
ment of the Illinois Traction System, of which department
H. C. Patterson, electrical and mechanical engineer, Deca-
tur, 111., is the head.
HEARING IN REGARD TO FARES ON LONG ISLAND
RAILROAD
A hearing was held before J. Sergeant Cram, of the Pub-
lic Service Commission of the First District of New
York, on July 6, 191 1, in regard to the extension by the
Long Island Railroad of its 5-cent fare zone on its Atlantic
Avenue electric division from Warwick Street, Brooklyn,
to Railroad Avenue, Brooklyn.
Counsel for the Long Island Railroad explained that
the company was prepared to reduce the fare in either
direction between Flatbush Avenue and Railroad Avenue
to 5 cents and that such reduction would be put into effect
as soon as the traffic department of the company could
arrange the change. He said that a delegation had been
told by Ralph Peters, president of the company, about six
months ago that the question of fare would be carefully
[Vol XXXVIII, No. 3.
considered. Despite this a bill had been passed by the
Legislature designed to compel the reduction in fare and
imposing severe penalties. This bill the Governor vetoed
because it tended to usurp the power of the commission.
The assurance that a reduction would be made satisfied
Commissioner Cram and those who were in attendance, and
it was announced that a formal order in regard to the re-
duction would be issued by the commission.
HOOPS FOR TRAIN ORDERS
The Puget Sound Electric Railway, which operates ob-
servation-car trains between Seattle and Tacoma, Wash.,
uses hoops, as shown in the accompanying illustration, for
delivering train orders while trains are under way. This
plan of operation is followed at any way station where it is
Delivery of Orders with Hoops, Puget Sound Electric
Railway
desirable to deliver orders to a train without causing it to
stop. Usually the hoops are used for delivering orders
conferring rights of trains or giving them a check on the
train register, but they are never used for orders restricting
the rights of trains.
The hoops used are made of light wood, generally willow,
and are fitted with a spring of brass wire to hold the order.
The supply of hoops at a way station is equalized by the
conductor throwing off a hoop at the same time that the
operator delivers one. The train operation on this road is
in charge of F. A. Boutelle, superintendent.
The Bradford Corporation Tramways, Bradford, Eng-
land, operated several illuminated floats over its lines dur-
ing the recent coronation festivities. The arrangement of
these cars was intended to symbolize a crown upon a
pedestal, the crown proper being in gold bronze suitably
lined. The crown band was perforated, and behind were
fixed colored celluloids and lamps representing jewels. On
one side of the car was a ribbon with a groundwork of royal
blue and the words "Long Live the King — 191 1." A ribbon
on the opposite side of the car carried the words "God Save
the Queen — 191 1," and a gold shield with the monogram
"M," in white. About 1050 lamps were used.
ELECTRIC RAILWAY JOURNAL.
July 15, 1911.]
ELECTRIC RAILWAY JOURNAL.
ii5
Meeting of the Committee on Equipment
At This Meeting the Principal Subjects Discussed Were the Heating and Ventilation of Cars, Light-Weight Car Bodies,
Electrical Equipment, Trucks and Couplers.
A meeting of the committee on equipment of the American
Electric Railway Engineering Association was held at In-
dianapolis, Ind., on July 6 and 7. The following members
of the committee were present : M. V. Ayres, Boston &
Worcester Street Railway; H. A. Benedict, Public Service
Railway; J. M. Bosenbury, Illinois Traction System; A. T.
Clark, United Railways & Electric Company, Baltimore, and
W. Thorn, Board of Supervising Engineers, Chicago.
During these sessions letters relating to the committee's
work were received from F. R. Phillips, Pittsburgh Rail-
ways, and F. G. Grimshaw, West Jersey & Sea Shore Rail-
road, who were unable to be present. The sessions on the
second day were attended by the following members of the
Central Electric Railway Association Standardization Com-
mittee: H. H. Buckman, chairman, Louisville & Northern
Railway & Lighting Company; W. H. Evans, Indiana Union
Traction Company; L. M. Clark, Terre Haute, Indianapolis
& Eastern Traction Company ; C. E. Morgan, Indianapolis,
Crawfordsville & Western Traction Company, and R. M.
Hemming, Ohio & Southern Traction Company.
HEATING AND VENTILATING
Wray Thorn, division engineer of cars, Board of Super-
vising Engineers, Chicago Traction, submitted a written
discussion on the subject of heating and ventilating cars.
This discussion was carefully considered by the committee
and will be included in the committee report. Mr. Thorn
first classified the various methods of furnishing heat to
cars and said that in order to bring out the characteristics
of the various methods of heating the types of heating
equipment should be considered with regard to the follow-
ing features: (1) Ability to heat car to uniform tempera-
ture. (2) First cost completely installed on car. (3) Main-
tenance, including repairs, renewals, replacements, etc. (4)
Cost to operate. In the case of hot-water heaters this in-
cludes fuel and labor only ; in the case of electric heaters,
power, and in case of hot-air blast heaters, fuel, labor and
power. (5) Weight of system complete as installed in the
car ready to operate. (6) Effect on insurance rates on
car barns and contents. (7) Reliability. (8) Regulation,
i.e., ability to regulate the heat to outside temperature.
(9) Space occupied. (10) Appearance. (11) Attention
required from car crew. (12) Cleanliness, including dust,
ashes and obnoxious gases. (13) Adaptability and relation
to ventilation systems.
He next called attention to the need for more carefully
analyzing the heating requirements when purchasing heaters
for different types of cars in different localities. Each type
of heater was defined and considered according to the fore-
going thirteen qualifications. In the order of their presen-
tation the heating systems considered were as follows: (1)
Ordinary coal stoves, which have been largely used on
account of low first cost. (2) Hot-air heaters in which
the air is heated either by coal or electricity and forced
through suitable ducts by a motor-driven fan. (3) Hot-
water heaters as generally used on interurban and on some
city systems operating large cars. (4) Electric car heaters,
as usually installed under car seats.
To present clearly the comparative cost of heating a car
by the three modern methods, that is, by forced hot air.
water circulation and electric heaters, Mr. Thorn gave a
detailed estimate based in general on results obtained in
practice. This estimate showed the total cost for one year
chargeable to car heating subdivided as follows : Cost of
power; repair and maintenance; interest and depreciation;
coal ; labor of attendance ; hauling weight ; insurance charge.
The committee had several suggestions to make regarding
the detailed figures, which will be incorporated in the report.
Mr. Thorn said that in calculating the energy consump-
tion of electric heaters the following method probably would
give the most accurate results : "Obtain from the Weather
Bureau the temperature readings for each winter for several
years; plot a curve showing variations of temperature for
each day of the heating season ; find what point of heat is
carried for the different temperatures and then plot a power
curve from which the average kw-hours per day can be
obtained readily."
In connection with the use of hot-water or hot-air heaters
he called attention to the tendency on the part of car
crews to use less coal than would have been used if the car
were kept at a uniform temperature during the time it was
in service, while with electric heaters the tendency was to
turn on three points when two points would suffice. These
conditions had given false ideas of the relative cost of
operating the various heating systems. He said that when
a practical, low-cost heater regulator was brought out suit-
able for general use the cost of electric heating would be
largely reduced. The cost of car heating would be some-
what reduced and the comfort of passengers considerably
increased if storm sash were more generally used. Experi-
ments in the Middle West had shown' that on the same type
of cars, with the same heating equipment and running on
the same street, there was a difference of about 9 deg. Fahr.
between the temperature of cars with and without storm
sash. The advantage of storm sash for interurban cars was
being recognized more widely. He said that the main-
tenance cost of heating systems would be reduced greatly
if more care were given to the installation of new equip-
ment, particularly in the case of electric heaters.
VENTILATION
Mr. Thorn's contribution on ventilation called attention to
the need for some standard of air purity which should
be selected before making a choice of a ventilating system.
Monitor deck or clere-story sash ventilation was ineffective
because the ventilating action did not extend far enough
down into the car body to change the air in the breathing
zone. Studies of ventilation by the monitor deck-window
method showed that it was almost impossible to secure a
reasonable standard of air purity without the presence of
strong drafts and the chilling of the air below the desired
temperature. Mr. Thorn discussed the standards of ven-
tilation and air purity required in Chicago, which, based on
the maximum standing and seated load, are 350 cu. ft. of
air per hour per passenger and not more than ten parts of
carbon dioxide in 10,000 parts of air. These requirements
are believed to be reasonable, and they can be met by
several ventilating systems. Furthermore, he said tests
showed that no more energy for heating was required when
handling the above amount of air through floor intakes and
then over the heating surface than when using deck-sash
ventilation. He said that an essential feature of a ventilat-
ing system was a set of air intakes placed in the floor or
near it and so connected with the heating system that the
cold air must pass over the heating surface before coming
into the car body. Provision should be made for excluding
or separating the dust.
Mr. Thorn then defined the various types of ventilating
systems, and concluded by saying :
"From the results of tests it is safe to say that there are
now on the market several ventilating systems for cars
which will provide a reasonable standard of air purity and
which are not very high in first cost or cost of main-
tenance."
ELECTRIC RAILWAY JOURNAL.
[Vol. XXXVIII, No. 3.
DISCUSSION ON HEATING
In discussing Mr. Thorn's remarks on heating, Mr. Bene-
dict said that coal stoves could be made as safe as hot-
water heaters if the stoves were carefully inclosed in heat-
resisting casings. Mr. Bosenbury said that the insurance
conditions varied greatly, and the roads which had unheated
carhouses or stored their cars in open yards could reduce
the fire risk by pulling the fire in the stoves. This, how-
ever, could not be done with hot-water heaters on account
of danger of freezing.
It was stated that the Pittsburgh Railways Company had
just purchased fifty cars with heating equipment which in-
cluded thermostats operating in connection with the electric
heaters. The thermostats will be set to cut off the current
when the temperature of the air in the car exceeds the
temperature required by city ordinance. These instruments
were designed so that the heater circuit could be operated
on one, two or three points and yet be governed by the
thermostats. It was expected that the use of thermostats
would reduce the total energy consumption in electric
heaters by practically 50 per cent.
A general discussion then followed on the maintenance
costs of hot-air versus hot-water heating equipments, and it
was decided that not enough experience had been had with
the forced hot-air heater to rate definitely its maintenance.
The variation in radiating qualities of hot-water pipe as
influenced by kind and color of the paint used in covering
the pipes was also discussed. In connection with Mr.
Thorn's assumption that the peak load on the power plant
came in the heating season, Mr. Benedict gave a word of
caution regarding the calculations necessary for additional
feeder copper to provide for distributing energy for electric
heating. He had had the feeder capacity of one road
figured on the basis of the amount of additional copper
necessary if electric heaters were to be used instead of
stoves. Theoretically this would require the purchase and
erection of $200,000 worth of additional feeders, but on
careful study it was found that on many sections of the
road actual conditions would not require the additional
copper, and so the real additional investment cost might
safely be reduced to $50,000.
In discussing the proper methods of installing electric
heaters Mr. Bosenbury called attention to trouble which
the Illinois Traction System had had with some tight-fitting
conduit in which condensation had accumulated. Other
members of the committee had experienced trouble from
wash water getting into flexible conduit. Conduit was con-
sidered preferable for use if good inspectors saw that it
was well installed. The Illinois Traction System had suc-
cessfully used metal hose for conduit.
The committee next discussed the proper amount of fuel
to be included in Mr. Thorn's estimate of coal consumption
per day for hot-water heaters, and also the proper cost
of current to be used in basing the energy charge for elec-
tric heaters. As the result of the latter discussion it was
the opinion that 1. 4 cents per kw-hour would be approxi-
mately correct for energy delivered to the car.
Regarding the cost of fuel Mr. Bosenbury said that an
estimate had been made covering all the interurban cars
of the Illinois Traction System for the season of 1909.
Using the total number of cars equipped with hot-water
heaters and the total amount of fuel burned, which was
coke, the cost for fuel per day per car was 16.5 cents.
LIGHT-WEIGHT TRUCKS
Mr. Benedict's contribution on light-weight trucks was
next presented. He showed data, photographs and blue-
prints of a number of light-weight trucks, and the com-
mittee discussed these with a view to incorporating them
in its report. Considerable interest was shown in Mr.
Benedict's description of the Halsey radial truck, which
had been operated in owl-car service on one of the large
Eastern city systems for nearly a year. Other trucks
considpred were those manufactured by the Mohawk Weld-
ing Company, Schenectady ; Baldwin Locomotive Works,
Standard Motor Truck Company and The J. G. Brill Com-
pany. Mr. Clark said that by giving careful attention to
the reduction of weight he had co-operated with The J. G.
Brill Company in the removal of 500 lb. of weight from one
of its types of trucks. The committee invited Mr. Clark to
prepare a discussion on the reduction of truck weights by
redesigning small castings and parts.
LIGHT-WEIGHT CAR BODY
Mr. Ayres read a contribution for the committee report
which had been prepared by Mr. Phillips, giving his ideas
on light-weight car bodies. He spoke of the development
in designing methods which had resulted from the increased
attention which the roads recently had given to the subject
of car weights. The use of straight-sides for cars assisted
in reducing the weight and worked out very well in the
designs. Mr. Phillips also discussed the use of steel under-
names and bodies.
Mr. Thorn spoke of the good service obtained with open-
hearth cast-steel bolsters on 1000 cars in Chicago. These
had been purchased under rigid specifications. Only two
had bent and these had been straightened at low cost.
Mr. Bosenbury favored the use of cast-steel bolsters for
interurban service, but said that the diaphragm type was
lighter. However, it was subject to weakening by rust. The
committee then discussed the use of steel in the super-
structure and the use of wooden posts with steel-girder side
frames. It was the opinion of several members that the
latter combination of parts would withstand severe service
satisfactorily. The relative merits of the arched and
monitor type roof were next discussed. The consensus of
opinion was in favor of the arch roof. Several members
spoke of the increased use of refined steel in car design.
Mr. Phillips presented as part of his contribution a de-
scription of a car in which the weight had been reduced
by 25 per cent. He also suggested subdividing the parts of
a car when comparative weights were being considered.
These subdivisions for weight comparison would be (1)
bodies, (2) trucks, (3) power brakes and (4) electrical
equipment. The committee after a long discussion thought
it desirable to add subhead No. 5, which would include the
auxiliary equipment of a car body that might or might not
be the same in different parts of the country. This subhead
No. 5 would be used to compare the weights of all such
fittings and parts as seats, parcel racks, toilet equipment, fire
extinguishers and other miscellaneous fittings and equip-
ment which if considered as a part of the car body might
affect the true merit of the structural design.
Mr. Bosenbury spoke of the necessity for taking into
account the operative speed in designing car bodies. Be-
cause of a shortage of equipment his company had operated
some large city cars in interurban service and shortly there-
after found them to be racked on account of the high speeds,
while similar cars in city service at St. Louis were in ex
cellent condition. The committee then discussed the choice
of a unit for comparing the weights of car bodies. Mr.
Phillips suggested pounds per cubic foot, but the general
opinion of the committee was that pounds per square foot
of floor area inside of the finish would be the best unit.
COUPLERS
On Thursday evening a long discussion took place on
interurban car couplers. Mr. Bosenbury led this discussion
by presenting an extended history of the M. C. B. coupler,
which was illustrated and accompanied by reports of several
tests and other data. He also described the development of
the present M. C. B. type coupler on the Illinois Traction
System. A drawing of this type of coupler is reproduced.
ELECTRICAL EQUIPMENT WEIGHTS
At the beginning of the second day's session Mr. Ayres
read a contribution for the committee report on methods of
reducing the weight of electrical equipment. This was
based on the following methods which were not inconsistent
with each other: (1) Redesigning and excluding some
July 15, 1911.J
material; (2) higher armature speeds; (3) forced ventila-
tion; (4) the use of some higher type of coil insulation;
(5) field control.
The committee discussed the possibilities of welding or
brazing commutator leads. The use of pure block tin was
not approved because the tin attacked the copper. Better
results were obtained by using 85 per cent tin. Mr. Ayres
spoke of the use of Bakelite as an important improvement
which would possibly reduce the weight of coils. He also
spoke of the increased favor which was being shown toward
field control for motors. Mr. Bosenbury called attention to
the possibility of saving weight in field coils by the use of
thin sheets of oxidized aluminum for insulation.
MEETING WITH CENTRAL ELECTRIC STANDARDIZATION
COMMITTEE
The members of the Central Electric Railway Standard-
ization Committee, as earlier mentioned, were next intro-
Proposed M. C. B. Type Coupler with Extended Arms
Illinois Traction Standard M. C. B. Type Coupler
duced, and the subject of a standard design of coupler
which would operate with M. C. B. couplers was discussed
at length.
On invitation from Mr. Ayres Mr. Hemming read a
report of the work of the Central Electric standardization
committee, together with the recommendations of that com-
mittee as adopted by the Central Electric Railway Associa-
tion. At the request of Mr. Ayres Mr. Evans then read a
letter which the Central Electric committee had written to
Mr. Grimshaw, of the equipment committee, stating the rea-
sons for adopting standard couplers with spring carriers.
In brief these were as follows: The Central Electric Rail-
way Association considered standard couplers necessary on
account of the increased interchange of equipment and
because of safety and flexibility. The M. C. B. contour was
chosen because a majority of the roads had to do more or
less switching of steam road cars, and also because it gave
the most strength in the head and could be used with a
shackle bar if open knuckles were inserted. The limits of
height of the face of the knuckle were placed at 11 in.
minimum and 15 in. maximum. A flexible drawbar carrier
117
and a locking device were chosen. The reason for the
height of knuckle being made from 11 to 15 in. was to
accommodate variations in height of equipment due to un-
even loading or uneven track. The flexible carrier was
intended to relieve the shock on the vestibule framing which
might be occasioned by rough track. In the choice of a
flexible drawbar carrier the committee had not committed
itself to the use of any patented device of one manufacture.
Neither did it recommend any particular design of inter-
locking device. The C. E. R. A. coupler was not intended
for city service. The membership of the C. E. R. A. was
vitally interested in the general adoption of a standard
coupler. This was due to the increased growth of steam
railroad interchange, both freight and passenger. Some of
the roads now doing interchange business included the fol-
lowing: Chicago, Lake Shore & South Bend; Ft. Wayne &
Northern Indiana; Ohio & Southern; Ohio Electric; West-
Standard Coupler of Illinois Traction System
era Ohio; Lake Shore Electric; Terre Haute, Indianapolis
& Eastern ; Indiana Union Traction ; Indianapolis & Cin-
cinnati Traction; Winona Interurban; Evansville & South-
ern Indiana ; Chicago, South Bend & Northern Indiana.
The flexible drawbar carrier was thought necessary to
prevent binding if the vertical play was limited. As to the
center locking device, not all makes of couplers were fitted
with this, and the couplers of no two manufacturers would
interchange now with each other. The committee of the
Central Electric Railway Association thought a locking
device should be used to keep the coupler heads from open-
ing vertically as well as horizontally.
Mr. Ayres said that he could not see that the Central'
Electric Railway specifications contained any requirement
limiting the degree of horizontal angularity which might
take place between couplers. Another member said that
some of the so-called "rigidly locked" couplers had a hori-
zontal angularity in service of from 9 to 12 deg., according
to the wear.
L. M. Clark said there was no evidence that the manu-
facturers were getting together regarding a uniform lock
ELECTRIC RAILWAY JOURNAL.
n8
ELECTRIC RAILWAY JOURNAL.
[Vol. XXXVIII, No. 3.
for couplers, even though the Central Electric Railway
Association had recommended it.
Mr. Bosenbury said that if vertical uncoupling was pre-
vented, as in some types of interurban couplers, then in
event of derailment the platforms or coupler anchorages
would be severely damaged. While it might be necessary,
on account of rough track at railroad crossings or curves,
greatly to increase the height of the knuckle on M. C. B.
couplers, Mr. Bosenbury did not believe any limiting stop
should be added to prevent the parting of the coupler in
event of derailment.
Mr. Bosenbury mentioned one steam road which used
M.C.B. knuckles 21 in. high which were designed to accom-
modate the difference in elevation occurring when handling
cars on and off ferry boats. The Illinois Traction coupler
had a 16-in. knuckle and had frequently been operated in
steam freight as well as passenger service. Close observa-
tion showed that the vertical movement was about 9 in. in
regular service on the interurban lines. The worst condi-
tion for vertical uncoupling was at a multiple railroad
crossing on a curve where one of the steam railroad tracks
was higher than the other.
ing horizontal angularity of more than 7 deg. Manufacture
of these couplers was not restricted by patents. The Na-
tional Malleable Castings Company and the Simplex Coupler
Company had at times furnished these couplers, which were
designed with a view to universal service with all M.C.B.
couplers, whether or not those couplers had ribs and rein-
forcements on the sides. Experience had shown that they
would operate satisfactorily with all couplers used in steam
service. The use of a spring drawbar carrier was unneces-
sary. Mr. Hemming said the C.E.R.A. standards called for
a "flexible" rather than a "spring" drawbar carrier and re-
quired no particular design. Air. Evans said it was un-
fortunate that the Central Electric Railway Association
committee had made sketches to illustrate its standards.
It would have been better to have used only dimensions and
thus no ambiguity would have occurred. Mr. Evans also
called attention to the need on the part of the American
Association for adopting a coupler conforming to steam
railroad practice so that renewals could be made on foreign
roads, whether steam or electric.
Mr. Bosenbury said the Illinois Traction coupler had the
standard M.C.B. shank and that the vertical faces of the
Extreme Variation in Height of Couplers on Interurban Cars Due to Change of Grade
Mr. Evans said that while he was not a member of the
Central Electric standardization committee when it adopted
its present M.C.B. type of coupler he had been a member
when standard axles were adopted several years ago. This
was two years in advance of the adoption of standard axles
by the American Association and the latter association had
found it necessary to make only a few slight changes in
the C.E.R.A. standards. Mr. Evans felt that the Central
Electric Railway Association would be much pleased if the
American Association should adopt a standard coupler hav-
ing similar lines to that which the C.E.R.A. had adopted,
but eliminating any errors which might have crept in. It
would be very desirable to hasten the adoption of some
standard coupler.
Mr. Bosenbury said that whatever specifications were
drawn up for couplers should provide leeway for improve-
ments in design and the addition of new features. His road
had tried a number of patented couplers and had spent a
considerable sum in standardizing all car platforms so that
the M.C.B. coupler height could be used. As a result of
the study of couplers the design now in use was adopted.
This had an M.C.B. contour. The knuckles were 16 in. high
and the casting had an extension on the guard-arm side
and a shoulder on the other which engaged with similar
projections and shoulders when intercoupling, thus prevent-
M.C.B. contour in it had been slightly curved to permit
breaks in grade of 7 per cent. A height of 9 in. of the
coupler face was straight to provide the full M.C.B. wearing
surface.
Mr. Evans said that such slight compromises were desira-
ble because when radial couplers were used on sharp curves
the cars were canted and unless one coupler had some free-
dom of movement on the other they would tend to twist.
Mr. Bosenbury said that his company had 300 cars equipped
with standard couplers, which were operating satisfactorily.
So far as rubbing of the faces was concerned he said that
some steam roads had considerel lubricating the knuckles.
Mr. Ayres understood from the preceding discussion that
the Illinois Traction type of coupler as described by Mr.
Bosenbury would meet all the C.E.R.A. specifications except
that it did not have a center lock or a spring carrier.
Mr. Evans spoke of the need for definite recommenda-
tions to guide the design and hasten the adoption of a
standard coupler.
Summing up the discussion thus far, Mr. Ayres said that
the committee was agreed that couplers must intercouple
with the M.C.B. type couplers, must operate radially and
must be designed to accommodate sharp curves and breaks
in grade.
Regarding the severity of breaks in grade and curves on
July 15, 1911.]
ELECTRIC RAILWAY JOURNAL.
119
some interurban roads Mr. Evans did not feel that too much
weight should be put on local conditions, but rather the
coupler design should conform to modern track-work prac-
tice.
Mr. Bosenbury again spoke of the desirability of_ having
strictly vertical-plane couplers which would part auto-
matically in event of the overturning of one car. He
showed photographs of derailed cars which illustrated this
point and he said that if rigidly locked coupler heads had
been used the car platforms or coupler anchorages would
have been severely damaged. Similarly, if the extension
arms on the sides of the couplers had been restricted in
vertical movement, the coupler heads or platforms must
have been injured when the car was derailed.
Mr. Bosenbury said that his first idea for adding the
brackets to the sides of the couplers came from a test
which he had made in his own shops. Two couplers — a
Tower and a Simplex — had been mounted so that they could
be tested to destruction by bumping with a steam locomo-
tive. During the test it was seen that the guard arm on
one of the couplers gouged the side of the other coupler.
This showed the need for extensions on the sides to pre-
vent horizontal movement. The next traction couplers made
were built with side brackets and guard arm extensions,
but the design was too weak for the service and a heavier
pattern was made. Thus the size of the coupler had grown
with the service until now it was thought that a design had
been secured which was suitable for all electric and steam
railway interchange service. The couplers on the 62-ton
locomotives, which at times hauled forty cars in a train,
were manufactured by the Simplex Coupler Company
according to the Illinois Traction System's standard design.
COUPLER EXHIBITION TEST
Immediately after lunch on the second day of the
committee meeting the American and Central Electric com-
mittees, together with representatives of several coupler
manufacturers, were taken for a ride over the Indianapolis
Traction & Terminal Company's line leading to the west
end of the city on two cars of the Indiana Union Traction
Company equipped with McConway & Torley couplers of
M. C. B. design. The couplers were not provided with any
horizontal or vertical locking devices. The test train was
run to a railroad crossing at the edge of the city, where
there was a severe break in the track grade and the action
of the couplers was observed under severe operating con-
ditions. On the return trip the train was run around a
"Y" of 35-ft. center radius to show the extreme platform
movement and the radial action of the couplers.
COUPLER DISCUSSION CONTINUED
After the test run the committee reassembled and con-
tinued the discussion on couplers. Mr. Clark said the cost
of installing M. C. B. couplers on the cars of the Terre
Haute, Indianapolis & Eastern Traction Company was
about $150 per car complete with air-pipe extensions and
fittings conforming to C. E. R. A. specifications. Mr.
Bosenbury said that on the Illinois Traction System the
cost was $87 per car for couplers installed.
Mr. Ayres then read a contribution from Mr. Grimshaw
on standard couplers and air signal and control connec-
tions. Mr. Grimshaw said that the requirements of inter-
change justified the vertical plane M. C. B. type coupler
and some special attachments to provide against lateral
buckling. Mr. Grimshaw recommended that the associa-
tion arrange to learn by test the requirements that must
be met and make definite recommendations on the coupler
problem.
Mr. Buckman spoke in favor of locking couplers to pro-
vide against uncoupling on breaks in grade. Mr. Thorn
thought that if couplers were provided with locking devices
it would be very difficult to recouple on a bad break in grade
if the couplers had once parted or if it was necessary to
make up a train on a sharp curve.
Mr. Bosenbury spoke of the need for having a design of
coupler to take the buffing strains, and criticised the reduc-
tion of section which might be necessary if center locking
was adopted. He also favored the adoption of a slotted
knuckle to permit the use of shackle bars until all roads
should be equipped with standard couplers.
L. M. Clark said that the committee ought to decide upon
some controlling recommendations which would guide pur-
chasers along the right lines until a completely designed
coupler could be accepted as standard by all the roads.
Mr. Bosenbury said such designs were desirable and that
they should have in view the possibility of interchange of
coupler shanks with steam roads. He presented a long
argument in opposition to limiting the vertical movement
of couplers, and said the straight M. C. B. coupler with the
high knuckle, as used on the Illinois Traction System, suc-
cessfully handled heavy 57-ft. sleeping cars when pushed
around 33-ft. radius curves. He was now applying similar
couplers to freight cars 65 ft. 8 in. long. These cars had
55-ft. 8-in. truck centers and were designed for handling
theatrical scenery.
Mr. Evans suggested that later it might be found desir-
able to have what might be called a standard electric rail-
way contour with the understanding that this would con-
form to the M. C. B. contour and make intercoupling pos-
sible, but would have the vertical faces curved over a part
of their height to provide against cramping on sharp verti-
cal grades and curves.
DISCUSSION BY COUPLER MANUFACTURERS
The committee next put the following question to rep-
resentatives of the coupler manufacturers for a five-
minute discussion by each : What are your arguments for
or against the recommendation by the committee of a
coupler which does not have horizontal or vertical limiting
devices ?
Mr. Tomlinson, of the Ohio Brass Company, spoke first.
He said in part that it was desirable for a pair of couplers
in service to be as nearly like a straight bar as possible be-
cause then the combination would be best able to resist
stresses. The M. C. B. coupler without provision for hori-
zontal locking would open sidewise as soon as it was worn.
The high knuckle, if provided to prevent vertical uncoup-
ling, would bend and strain the carry iron and framing of
a car. After considerable study it had seemed to him that
the only way to meet the conditions of interchange service
was to lock the coupler heads solidly and use a yielding
carrier. He thought that the extensions or pockets on the
side, as used with some couplers, would interfere with the
reinforcing ribs on the outside of the Buckeye, Major and
Simplex couplers. Extremely high knuckles would also
interfere with the close coupling of car platforms. Because
of these reasons he had put the lock on the inside of the
type of coupler which bore his name.
I. H. Milliken, of the McConway & Torley Company, then
spoke. Mr. Milliken said that no brackets were used on the
sides of the couplers made by his company because experi-
ence had shown that they were not necessary. If continued
use should indicate that the guard arms would prevent
horizontal angularity, then this condition could be taken
care of by making the present coupler stronger. The addi-
tion of guard arms of sufficient strength would increase the
weight of the couplers about 100 lb. per car. When guard
arms were used they had to be closely in contact with the
brackets on the opposing couplers. This interfered with
coupling unless J-2-in. play was allowed, and then angu-
larity occurred when cars were being pushed. Regarding
the vertical movement of the coupler, Mr. Milliken said
that if brackets were used on the sides of the coupler and
vertical stops were carried on the brackets, then there
would be interference on sharp curves and the stops would
be broken off. With many cars as now operated the coup-
ler movement in actual service was not so severe as calcu-
120
ELECTRIC RAILWAY JOURNAL. [Vol. XXXVIII, No. 3.
lations seemed to show. The adoption of devices to prevent
the free movement of coupler heads vertically would place
undue strain on the platform sills and coupler anchorages.
His company, he said, was making knuckles as high as
15 in. and obtaining good results. Those couplers of his
company which the committee had seen in operation had
knuckles only 11 in. high.
The next speaker was Herbert Van Dorn, of the W. T.
Van Dorn Company. Mr. Van Dorn said that if the stops
were not put on the coupler brackets and a long train of
cars was handled, buckling would occur on account of the
accumulation of slack. Steam roads overcame the tendency
to buckle in long passenger trains by the use of spring
buffers, which kept the coupler under tension. Because of
this reason his company had put the extensions and pockets
on the outside of the couplers to provide against lateral
movement. These extensions and pockets lined up the
couplers to positive fits when a coupling was being made
and also prevented buckling out. With such couplers a
coupling could be made with couplers several inches more
out of line than when couplers without extensions were
used; thus time was saved in switching. In the Van Dorn
type of coupler the extensions and pockets were placed far
enough back to clear the lugs on all heavy, reinforced
steam railroad couplers. When the Van Dorn coupler was
first designed a number of heavy steam railroad couplers
were purchased and experimented with so that practical
results were obtained and no interference with lugs had fol-
lowed. He also stated that if the high knuckles were used
it would be impossible to place the couplers so that the car
buffers would come close together unless the drawbars were
of the same radius as the buffer bands. The knuckle on the
Van Dorn coupler was 11 in. high and the stops on the top
of the pockets prevented uncoupling when the cars passed
over severe breaks in grade.
W. H. Bloss, Ohio Brass Company, said the center-lock-
ing feature of the Tomlinson coupler was designed not only
for convenience of operation, but also for safety. The
interlocking lug entered into tin- opposite knuckle far
enough to hold the coupler in line so that cars would not
come uncoupled even if the tailpiece were broken. He
felt that his company was offering the regular M. C. B.
coupler with a safety device added. The interlocking fea-
ture was used because it was thought desirable to have the
coupler heads rigid.
Mr. Milliken called attention to the fact that when
M. C. B. couplers were worn 5£ in. between the knuckle
and the guard arm they needed attention, but would not
come unlocked.
RECOMMENDATIONS OF THE COMMITTEE
After the remarks by the coupler manufacturers' repre-
sentatives the committee prepared tentative recommenda-
tions for inclusion in its report. So far as determined these
will require couplers to have the following characteristics:
1. Must couple by impact with all M. C. B. couplers now
used by steam roads.
2. Must have radial drawbar.
3. Must provide for successful operation over irregu-
larities in grade met in interurban practice.
4. It is desirable that the shank have such section as to
be readily replaced by an M. C. B. coupler in emergency.
5. Must be so constructed as to limit lateral movement in
head to not more than 8 deg. between the longitudinal axes
of the two couplers, and when two similar couplers are
intercoupled must withstand coupling impact" and the
stresses occasioned by pushing cars around curves.
6. All makes of interurban couplers must couple and
operate properly with each other.
7. There should be an arrangement for uncoupling with-
out necessity for employees getting between cars.
8. The faces of the knuckle, vertically, shall be 11 in.
minimum and 16 in. maximum and preferably shall be pro-
vided with slots for shackle-bar connections.
FARE HEARING IN MASSACHUSETTS
A hearing was held on July 11, 191 1, before the Massa-
chusetts Railroad Commission on the petition of the Mid-
dlesex & Boston Street Railway for permission to continue
the practice of charging 6 cents on its Newton Street
Railroad division when transfers are issued to its connect-
ing lines. The Middlesex company comprises the Newton
& Boston Street Railway, Newtort Street Railway and two
or three smaller lines and controls the Lexington & Boston
Street Railway. All these lines except the Newton Street
Railway charge a 6-cent fare and issue transfers without
extra charge. The Newton Street Railway, operating
mainly in Newton and Waltham, charges 5 cents on its
own line and 6 cents when a transfer to a connecting
division is issued.
The attorney for the company stated that the amount re-
ceived from the extra cent for transfers netted a profit of
$5,433.35, after deducting from the total amount received the
amounts paid the connecting lines. This charge he claimed
was justified by the increased cost of maintenance and better
service rendered than originally prevailed. The company
was first granted permission to make this added charge
about two and one-half years ago, and while the net reve-
nue from this source is comparatively small, the company
claims that it is a proper charge. The Middlesex & Boston
Street Railway declared a dividend for the year ended
June 30, 191 1, of 5 per cent on its capital stock of $1,462,-
000. A surplus of $2,000 was left, but no allowance was
made for depreciation. The citizens of Waltham and New-
ton appearing at the hearing claimed that the charge was
unfair and unnecessary.
George Cox, acting manager of the Middlesex & Boston
Street Railway, argued that when the roads comprising the
present system were built and passengers were carried
for a 5-cent fare the business was done at a loss. The
proprietors did not realize the fact until some time had
passed and the equipment had to be taken care of or re-
newed. At present, he said, the physical condition of the
property was better than ever before, and it had been brought
about by the added revenue provided by the 6-cent fare.
Mayor Walker, of Waltham, asked whether the company
would favor the idea of carrying laborers during stated
hours of the day without exacting the added 1 cent for
transfer. Mr. Cox replied that he did not consider it good
policy for a transportation company to make cut rates for
any special class of passengers. The business furnished by
the laborers is necessary, he said, to make-a street railway
pay at all, and if discrimination were to be made in their
favor the company would suffer financially.
The hearing was adjourned to some date between July 20
and Aug. 1, when the company will present a detailed re-
port of its condition.
From Aug. 1, 1910, to June 30, 191 1, the Newton Street
Railway division of the Middlesex & Boston Street Rail-
way received the following revenue on account of charging
1 cent for each transfer issued:
Total transfers issued, 678,376, at lc $6,783.76
Less amount paid —
Lexington & Boston Street Railway, for 42,139 at 'Ac. add'l. 210.69
Newton & Boston Street Railway, for 227,944, at ^c. add'l. 1,139.72
$1,350.41
Net gain to Newton Street Division . $5,433.35
Gross passeneer receipts, Newton Street Division of the Mid-
dlesex & Boston Street Railway Company, Aug. 1, 1910-
June 30, 1911 $354,934.16
Passengers carried 7,775,042
Transfers issued 678,376
Transfers received 670,998
••Qt-
The Swiss government has just granted a concession for
the construction of a 19-mile narrow-gage electric railway
from Meiringen to Engelberg, over the Joch Pass. The
new line is to be built by the same company that constructed
the electric railway from Stansstad to Engelberg.
July 15, 1911.]
ELECTRIC RAILWAY JOURNAL.
121
HEARING ON JOINT RATES AND THROUGH ROUTES IN
NEW YORK
A hearing was held before Commissioners Willcox, Malt-
bie, Eustis and Cram, of the Public Service Commission of
the First District of New York, on July 6, 191 1, on motion
of the commission as to rates of fare upon connecting or
intersecting lines of street railways in the Borough of Man-
hattan. The Third Avenue Railroad and the other com-
panies of which Frederick W. Whitridge is receiver were
represented by William D. Guthrie, of Guthrie, Bangs &
Van Sinderen. The Metropolitan Street Railway was rep-
resented by Charles F. Mathewson and J. P. Cotton, Jr., of
Masten & Nichols. The Central Park, North & East River
Railroad was represented by Chase Mellen. The Second
Avenue Railroad was represented by Brainard Tolles. The
Twenty-eighth Street & Twenty-ninth Street Crosstown
Railroad was represented by Julius Mayer. The commis-
sion was represented by Arthur Du Bois and Oliver C.
Semple, of counsel.
Mr. Du Bois said that he had the names of a number of
gentlemen who desired to speak, but asked to be permitted
to call E. G. Connette, the transportation engineer of the
commission, and offer in evidence a map which Mr. Con-
nette had prepared showing the points of intersection of
the surface lines in Manhattan Borough, the points at which
transfers were given prior to the general disintegration of
the systems in 1908, and the transfers that have been
abolished since then. On this map the various surface
lines were indicated by different colors and the transfer
points between lines of the same company were indicated
by colored dots or dashes. Points where transfer stations
formerly existed were marked by a red circle. Where one
company now transfers to another two colors were shown.
Mr. Connette was excused at this point to permit the
introduction of testimony to show the necessity of restoring
the transfers. One of the witnesses, Millard J. Bloomer,
of the Harlem Board of Trade, asked if he was right in
his understanding that Chairman Willcox, of the com-
mission, had said that the board had power to order the
restoration of the transfers. The section of the law cover-
ing this point was read and the witness repeated his ques-
tion. Commissioner Eustis then explained that that com-
mission did have the necessary right if the facts warranted
an order and that the hearing was being held to determine
just that point. Mr. Bloomer asked why it was that one
could ride on three cars in the Bronx on a transfer with
coupons attached. Commissioner Eustis, who represents the
Bronx on the commission, said that the lines in the Bronx
do not claim that it is confiscatory to give transfers while
the lines in Manhattan do make such a claim.
Mr. Connette was recalled. In his department records
had been kept and observations had been taken showing the
extent to which 107 transfer points of the total of 151
abandoned and indicated on the exhibit were used before the
abolition of the transfers at these points. Briefly, 219,773
persons transferred in a day at the 107 transfer points
before the abolition of the transfers, whereas 73,378 per-
sons left the cars after the abolition of the transfers. The
number of passengers inconvenienced was estimated at
I46,395-
Mr. Guthrie took exception to the methods adopted in
reaching this conclusion in regard to the number of pas-
sengers inconvenienced by the discontinuance of the trans-
fers. Taking the first entry in the table, the transfer point
at 145th Street and Amsterdam Avenue, which showed the
number of persons transferring before the abolition of the
transfers to be 3607 and the number of passengers leaving
the cars after the abolition of the transfers to be 2235, he
said that the witness had gratuitously assumed that the
difference between these two figures, namely, 1372, repre-
sented the number of people who had been inconvenienced
and who would otherwise have asked for transfers. He
said that ."if there ever was anything more absurd as a
basis of proof it has not been called to my attention."
A. F. Weber, chief statistician of the commission, testified
that the total revenue car miles of the surface lines in
Manhattan in 1908 was 60,719,724, as compared with 55,-
257,283 in 1909; that the number of revenue passengers in
1908 was 366,690,345 and in 1909 only 362,077,655, and that
the number of transfers collected in 1908 was 196,672,167,
as compared with 139,607,266 in 1909, or a decrease of more
than 57,000,000.
Mr. Weber also offered in evidence a statement which
he had compiled from the annual reports of the com-
panies in Manhattan from 1908 and 1909 showing the in-
crease in the fare passengers and the annual percentage of
increase. The largest number of discontinuances of trans-
fers by the companies was in the latter part of the fiscal
year ended 1909. For the year ended June, 30, 1909, the
decrease in the number of fare passengers was more than
4,500,000, or per cent. In the Borough of the Bronx,
where no transfers had been discontinued, the increase in
TABLE SHOWING THE NUMBER OF FARES COLLECTED, THE
ANNUAL INCREASE IN FARE PASSENGERS AND THE
ANNUAL PERCENTAGE OF INCREASE BY YEARS
ON THE SURFACE RAILWAYS IN MANHATTAN
AND THE BRONX.
Annual
Number of Fares
Annual Increase in
Percentage,
Collected.
Fare Passengers.
Increase.
Year
ended
Man-
June
30.
Manhattan.
Bronx.
Manhattan.
Bronx.
hattan.
Bronx.
1899
343,559,120
17,295,761
38,443,582
1,330,491
12.6
8.3
1900
360,002,672
21,364,690
16,443,552
4,068,929
4.8
23.5
1901
373.569,677
26,992,990
13,567,005
5,628,300
3.8
26.3
1902
388,947,169
28,020,185
15,377,492
1,027,195
4.12
3.8
1903
396,570,432
30,714,781
7,623,263
2,694,596
2.0
9.
1904
389,928,464
34,763,809
♦6,641,968
4,049,028
♦1.7
13.
1905
374,554,075
37,124,805
♦15,374,389
2,360,996
*3.9
6.
1906
391,708,063
39,893,116
17,153,988
2,768,311
4.6
7.7
1907
377.017,192
42,186,533
♦14,690,871
2,293,417
♦3.8
5.9
1908
366,690,345
44,237,229
♦10.326,847
2,050,696
*2.7
4.5
1909
362,077,665
50,671,779
♦4,612,680
6,434,556
*1.3
14.
♦Decrease.
TABLE .SHOWING THE NUMBER OF TOINT RATE PASSENGERS
BETWEEN THE METROPOLITAN STREET RAILWAY AND
THE CENTRAL PARK, NORTH AND EAST
RIVER RAILROAD.
• • Central Park,
Receivers Met. St. Ry. North & East River.
Number at Number at
4 J/2 Cents. 2 Cents. 2Y 2 Cents.
December, 1910 19,379 2,280 19,443
Tanuarv, 1911 95,825 10,613 96.399
February, 1911 83,695 8,802 83,792
March, 1911 91,022 9,206 91,522
April, 1911..... 86,654 8,832 87,432
Total • 376,593 39,733 378,588
There are also reported a certain number of passengers at cents.
the number of revenue passengers for the same period was
upward of 6,000,000, or 14^ per cent. A statement was
offered in evidence showing the results of operation of the
joint rate in force on the Fifty-ninth Street crosstown
line between the Metropolitan Street Railway and the
Central Park, North & East River Railroad for December,
1910, January, February, March and April, 191 1. The
summary of this table showed that during these five months
the Metropolitan Street Railway carried 376,593 passengers
who paid to it 4^ cents per passenger under the joint rate,
that the Metropolitan Street Railway carried 39,733 passen-
gers who paid the additional 2-cent rate under the 10-cent
joint rate, and that the Central Park, North & East River
Railroad received 3^2 cents from 378,588 passengers who
traveled on the joint rate across town.
Mr. Connette was recalled and said: "In Nashville,
Syracuse and Worcester, where I managed street railway
properties, we gave universal transfers at all intersecting
points in the same general direction, and it was my opinion
that it was profitable to do this because it encouraged and
educated people to ride. All the iines in Nashville were
consolidated and equipped with electricity. That, of course,
had a tendency to increase traffic, but the receipts were
abnormally high compared with what they had been pre-
viously when transfers were not issued. A central transfer
station was established in Nashville and all cars radiated
122
ELECTRIC RAILWAY JOURNAL.
[Vol. XXXVIII, No. 3.
from and passed through the station, and passengers were
permitted to transfer there to any car they chose."
Mr. Mathewson said that in a matter of such importance
it did not seem right to compel the companies to continue
at this time of the year.
In reply Commissioner Eustis said: "We have had this
question in mind for some time, but we hoped that the
various reorganization schemes would be finished by now.
We then expected to take up and adjust this transfer mat-
ter. You have heard this morning how this commission was
taken to task for not doing anything under the amended
law. ■ We cannot sit here for three or four months and do
nothing just because it is summer. I will adjourn this hear-
ing until Monday, July 10, 191 1, when we will have the
whole commission here and you can then apply for a fur-
ther adjournment."
At the hearing held on July 10, 191 1, Chairman Willcox
made the following statement :
"The commission has determined to adopt at its meeting
on July 11, 1911, an order directing the street surface rail-
ways in Manhattan Borough to establish, on or before
Aug. 10, 191 1, through routes and joint fares over the con-
necting and intersecting railway lines shown on Exhibit 1
at this hearing, and that transfers be given at all the points
of intersection shown on said exhibit. In the meantime,
this hearing will be adjourned to Aug. 15."
NEW YORK MEETING OF COMMITTEE ON WAY MATTERS
The committee on way matters of the American Electric
Railway Engineering Association held a meeting at the
New York office of the association July 6, 7 and 8. The
following members of the committee were present : J. M.
Lamed, engineer of way, Pittsburgh Railways Company,
chairman ; C. B. Voynow, assistant engineer of way, Phila-
delphia Rapid Transit Company, vice-chairman ; M. J.
French, engineer maintenance of way, Utica & Mohawk
Valley Railway; R. C. Cram, assistant engineer, Connecticut
Company; C. S. Kimball, engineer maintenance of way,
Washington Railway & Electric Company; B. E. Tilton,
engineer maintenance of way, New York State Railways,
Rochester Lines; C. L. Crabbs, engineer of way and struc-
tures, Brooklyn Rapid Transit Company.
The first subject taken up was the report of sub-com-
mittee No. 2, of which M. J. French is chairman, on "or-
ganization and rules for the proper government of the way
department." The following definition of the way depart-
ment was formulated and approved : "The way department
is that division of the company organization having charge
of right-of-way, tracks, bridges and all matters pertaining
to their construction and maintenance and such other duties
as may be assigned to it." It was decided to recommend
the title "engineer of way" for the chief officer of the way
department.
After a discussion on the details of organization a chart
was prepared showing the principal employees of the way
department, their titles and respective channels of com-
munication. The remainder of the afternoon session on
Thursday was devoted to a discussion of the proper form
and scope for the code of rules for the government of way
department employees, there having been two tentative sets
submitted by the sub-committee, one for interurban lines
and the other for city lines. It was decided that these
should, if practicable, be combined into one code, and a
revision of the two codes was thereupon undertaken by the
committee as a whole, each rule receiving separate con-
sideration.
A.t the session on Friday morning E. R. Mason, repre-
senting the Electric Service Supplies Company ; F. J. Drake,
representing the Lorain Steel Company, and G. S. Vickery,
representing the Pennsylvania Steel Company, were present
at the request of the committee to give the committee the
benefit of their views regarding the practicability of the
proposed standard 9-in. grooved rail section which had been
designed by a sub-committee of which Mr. Voynow is
chairman.
Mr. Mason called the attention of the committee to the
necessity for providing sufficient space under the joint
plates for bonds of the proper size. His company recom-
mended bonds having a conductivity of 10,000 circ. mils per
pound of weight per yard of the rail section. Thus, a
125-lb. rail should have bonds with a section of 1,250,000
circ. mils.
Both Mr. Drake and Mr. Vickery objected to a vertical
side on the head of the rail next to the groove. They
thought that much more satisfactory results could be se-
cured in rolling if the side of the head was made at an
angle of from 3 deg. to 6 deg. from the vertical. They
preferred a rail section with a 6-in. base, but assured the
committee that rails with a 6_^-in. base could be rolled pro-
vided the distribution of the metal in the head of the rail
was nearly symmetrical. They also made a number of
other suggestions relating to minor details of the section
which had been designed by Mr. Voynow's committee. On
Friday evening the committee on way matters, after care-
fully considering the criticisms offered by the manufac-
turers, gave definite instructions to the chairman of the sub-
committee with reference to modifying the proposed design
of grooved girder rail in accordance with the suggestions
which had been made by the manufacturers on the ground
of difficulty in rolling. The chairman of the sub-committee
was instructed to revise the proposed section at an early
date so that it could be submitted with the remainder of the
report of the committee on way matters. The 9-in. rail sec-
tion only was considered in this connection.
On Friday afternoon and on Saturday the committee con-
tinued the consideration of the code of rules, which it will
present as part of its report to the convention.
BLOCK SIGNALS ON BEEBE SYNDICATE LINES
The Rochester, Syracuse & Eastern Railroad has recently
put in service a 16-mile section of automatic block signals
controlled by alternating-current track circuits on its line
between Rochester and Macedon. The signal equipment
includes eleven style B, no-volt signals having separately
suspended blades as manufactured by the Union Switch &
Signal Company. The power for this signaling is obtained
from the railroad company's substation at Macedon, where
the voltage is stepped up from 360 volts to 2200 volts for
transmission to the signals on No. 8 insulated copper line
wires. At each signal location special transformers are
installed having primaries wound for 2200 volts, and three
secondaries, one wound to give no volts for the operation
of the signals, motors, line relays, etc., and each of the
other two wound to give a proper voltage for track circuits.
The two track secondaries can be connected in series for
the operation of extra-long track circuits.
The track circuits are of the double-rail type, both rails
being available for the return propulsion current. Inductive
bonds of 500 amp capacity are installed at the end of each
track circuit for the accommodation of this return propul-
sion current. The majority of the track circuits are end
fed, i. e., the current is fed into the track circuits at one
end of the block, an impedance coil being installed between
the transformer and track, the relay connections being made
at the other end of the track circuit in the usual manner.
The relays used for track circuits are of the galvanometer
and vane types, the vane type relays being used on the short
track circuits and the galvanometer relays on the long track
circuits. The vane-type relays are used for all line circuits
and are wound to operate on no volts.
The Syracuse, Lake Shore & Northern Railroad now has
under installation an 8-mile section of automatic block
July 15, 191 1.]
ELECTRIC RAILWAY JOURNAL.
123
signals embodying six style B signals with track circuits
and control arranged substantially as on the Rochester,
Syracuse & Eastern Railroad.
Both of these installations were made by the Union
Switch & Signal Company's forces under the direction of
R. A. Dyer, mechanical engineer of the Inter-State Financ-
ing & Construction Company.
NEW WORK OF THE SOUTH SHORE SINGLE-PHASE LINE
The Chicago, Lake Shore & South Bend Railway, known
as the "South Shore Route," operating a high-speed, 6600-
volt, single-phase road from South Bend, Ind., through
Michigan City and Gary to 103d Street, Chicago, has under
way a number of interesting improvements which have been
brought about largely by a rapid growth in traffic.
This company transmits power along its right-of-way at
33,000 volts single phase for railway operation, and at 6600
volts and 33,000 volts, three phase, for commercial use. A
contract has just been closed for supplying from the rail-
way generating station at Michigan City a daily twenty-
hour load which will approximate 1,000,000 kw-hours per
year. This energy will be delivered as 6600-volt, 60-cycle,
three-phase current for local use and as 33,000-volt, 60-
cycle, three-phase current for long-distance transmission.
The boiler and generating equipment at the Michigan
City plant of the railway is being increased by the installa-
tion of a 3000-kw, three-phase, 60-cycle horizontal turbine,
one 1000-kw motor-generator set and one 1000-kw step-up
transformer with a ratio of 6600 to 33,000. The existing
equipment included two 500-kw motor-generator sets in-
stalled last year and these, in combination with the new
1000-kw set, are used as frequency changers, converting
single-phase, 25-cycle current into three-phase, 60-cycle, or
the reverse, as the loading of the two different types of
turbo-generators may require. The addition of a new step-
up transformer gives the plant a capacity of 4000 kw in
transformers. The new generating equipment will require
the addition of 1000 hp in boiler capacity, which will shortly
be purchased and installed.
LIGHTNING PROTECTION
The electrical department of this road has just received
material for the erection of a ground wire to be carried
above the tops of the transmission lines for the full length
of the road. This will be for lightning protection. It will
consist of a ^-in. steel cable grounded to 8-ft. lengths of
galvanized pipe, driven into the earth. The connections to
ground will be at every fourth pole, the poles being 166 ft.
apart on tangents. The steel cable will be carried at a
height of 4 ft. above the transmission wires and will be
supported by heavy angle irons, fastened to the pole tops by
two 24-in. bolts. The wire will be fastened to the angle
irons by Crosby clips.
DOUBLE TRACKING
The South Shore route enters Chicago over 8.5 miles of
double-tracked right-of-way owned jointly by the electric
road and the Illinois Central Railroad. This portion of
the line extends from the Illinois-Indiana state line to
Pullman, the junction with the Illinois Central suburban
service. Heretofore one track only has been used by the
electric line, but a trolley wire is shortly to be strung over
the second track, which originally was built for use by the
Illinois Central Railroad. The installation of this trolley
will give the South Shore route a high-speed double-track
line from Pullman, 111., to Gary, Ind., a distance of 24.5
miles, through the congested industrial district southeast of
■hicago.
The new trolley construction is of particular interest
because the catenary will support a steel contact wire. The
design of the suspension of the messenger cable is similar
to that followed in the original construction of the road.
The messenger consists of a 5^-in. seven-strand steel cable
supported by mast arms and in turn carrying a No. 0000
grooved copper trolley wire. Underneath this trolley wire
on the new double-track work will be supported a No. 000
capacity hadd-drawn grooved steel contact wire. This steel
wire will be hung 3 in. below the copper trolley wire and
the hangers will be placed midway between the messenger
hangers, thus providing the maximum elasticity.
C. N. Wilcoxon, general manager of this property, states
that unless one is familiar with the practical conditions
surrounding distribution of trolley current at 6600 volts he
will be amazed at the results obtained. For example, the
gravel pit of this road is three-quarters of a mile away
from the main line and the trolley wire leading to the gravel
pit is a seven-strand steel guy wire erected to obtain lowest
cost and to avoid theft of copper. This single steel-cable
trolley wire is not supplemented by any feeders, yet con-
ducts ample power to permit handling eight loaded 80,000-
lb. Rodger ballast cars out of the gravel pit and onto the
main line. Similarly one of the electric locomotives of this
company has handled forty-five empty 100,000-lb. capacity
steel-bottom Rodger ballast cars with ease up a 1 per cent
grade and also a train of twenty-four such cars fully loaded
with ballast. The locomotives are equipped with four
Westinghouse 125-hp a.c. motors.
NEW TERMINAL FACILITIES
At the junction of the South Shore route and the Illinois
Central suburban service in Kensington, 111., near the south-
ern limits of the city of Chicago, a new interlocking plant
is to be installed to permit the electric cars to cross the
four main-line tracks of the Illinois Central and thus reach
and use the platform of the Illinois Central steam suburban
service at Pullman. This work will require the construction
of about a mile of new electric track which will extend
along the west side of the Illinois Central right-of-way and
will terminate at the nine-acre property owned by the elec-
tric road between 103d and 111th Streets, Chicago, adjoin-
ing the Illinois Central right-of-way. This terminal will
provide both freight and passenger facilities and when
trains enter it terminal passengers will not be required to
pass over the foot bridge from one side of the Illinois
Central's right-of-way to the other as at present.
NEW TIMETABLE OF THE ALBANY SOUTHERN RAILROAD
On Sunday, June 25, the Albany Southern Railroad, Al-
bany, N. Y., put into effect its summer timetable No. 10.
The new working timetable for the use of employees has
been issued in a novel form. Heretofore the working time-
tables of this road, in accordance with the practice of most
interurban electric railways, were printed on the inside
pages of a four-page folder, measuring 12 in. by 36 in. The
new working timetable is designed to be much more con-
venient. It is in book form and measures 4% in. x 6^4 in.
The list of stations and the distances are printed on a left-
hand page, which when unfolded extends out beyond the
cover and the other pages of the book. In this way one list
of stations can be used to refer to the columns of train
times shown on any of the following eight pages. Each
page of the working timetable contains ten columns, each
5/16 in. wide. Four pages are used for showing the times
of thirty-five first-class trains and one second-class south-
bound train and the next four pages are used for an equal
number of north-bound trains. Sufficient space is left at
the top for the name of the railroad company, the direction
of the train movement, the number of the timetable and
the class of the trains shown. At the bottom of each page
is printed a brief instruction to motormen or conductors
relating particularly to the prevention of accidents.
In addition to the working timetable the pamphlet con-
tains sixteen pages of special instructions, extracts from
the rule book of the company, instructions on the prevention
of accidents, and a list of physicians and hospitals in the
124
ELECTRIC RAILWAY JOURNAL.
[Vol. XXXVIII, No. 3.
different towns reached. This printed matter in the time-
table is not intended in any sense to take the place of the
standard rule book of the company. Considerable informa-
tion, however, has been included which is usually contained
iii special notices which are issued from time to time, and
which would not appear in the standard rule book. The
files of special notices on the bulletin boards in the car-
houses have been removed and all of the instructions in
force have been incorporated in the working timetable.
The company believes that it is practically impossible to get
all the motormen and conductors to study a large file of
old special notic 
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